Msi winter 2013 web

Maritime Security International

www.maritimesecurityinternational.net

In the dock Mixed reactions to Mangouras judgement over The Prestige, while Somali pirates get life for the killing of four people from the yacht Quest

up for ransom While the ransom debate continues, a new study tracks the uses made of hostage payments

eye spy If you are serious about protecting staff and assets, then multiply the force of your security efforts with covert surveillance

Winter 2013

UNDER ATTACK

the threat of cyber attacks has been highlighted at a number of security events in recent months Winter 2013 MSI winter 2013 book.indb 1

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Introduction

A comprehensive in-depth coverage of all the main security issues that affect ports, offshore and the shipping industry as a whole

While the latest reports from the International Maritime Bureau point to a further fall in piracy incidents off the East Coast of Africa, the picture on the West Coast of Africa continues to cause concern, and there have been contradictory reports on the position regarding piracy and armed robbery incidents in the Far East, most notably in Indonesia.

Without the private security firms and the naval presence that are having an impact on the number of successful hijacks of merchant vessels on the East Coast, the situation on the West Coast of Africa is very different, and there are clearly difficulties in applying documents such as BIMCO’s GUARDCON to scenarios there.

Jurisdictional issues continue to be a matter of concern, not only in high-profile cases like that of the Enrica Lexie but also in the matter of floating armouries, towards which different jurisdictions take a very different approach. While prosecutions of pirates continue, and in spite of the reduction in successful attacks on the African East Coast, it is clear that any overall solution to the problem must come from landbased developments also.

The shipping industry’s potential as a target for cyber crime has been much discussed at recent maritime security conferences, in particular as it relates to ports and the energy sector. Recent reports have particularly targeted the US port industry and its preparedness, or otherwise, to deal with cyber attacks. This topic will be one that only increases in importance for the future.

This publication is printed on PEFC certified paper.

PEFC Council is an independent, non-profit, non-governmental organisation which promotes sustainable forest management through independent third party forest certification.

As far as new regulations are concerned, progress in implementing the new Maritime Labour Convention continues to hit the headlines, not least because of the high-profile detention of ships that were allegedly convention-compliant. In all these situations, not least in the aftermath of the Philippines catastrophe, the welfare of seafarers and their families should remain the foremost concern.

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PublIsher W H Robinson edItor Sandra Speares tel: +44 (0)1483 527998 e-mail: sandra.speares@mar-media.com Project dIrector David Scott tel: +44 (0) 20 7386 6121 e-mail: david.scott@mar-media.com desIGNer Justin Ives e-mail: justindesign@live.co.uk

Published by:

Maritime Media ltd suite 25, hurlingham studios, ranelagh Gardens, london sW6 3PA, uK tel: +44 (0)20 7386 6100 Fax: +44 (0)20 7381 8890 e-mail: inbox@mar-media.com www.maritimesecurityinternational.net

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contents Introduction

3

1

News In the dock Mixed reactions to Mangouras judgement over The Prestige, while Somali pirates get life for the killing of four people from the yacht Quest

7 cover story

Interview What’s in the box?

Maritime Security International talks to Frederic Brouiller, vice-president, sales, EMEA, at Rapiscan Systems about the company’s products

13

Piracy Piracy progress?

Piracy figures have fallen again, but there are signs of renewed activity and incidents in Indonesia are causing concern

15

Security organisations Command and control UK Foreign Office minister Mark Simmonds has updated Parliament on the launch, governance and membership of the ICoC Association

19

Legal Dealing with jurisdiction 25 The use of privately contracted armed security personnel continues to represent something of a legal minefield, given the various approaches taken by different jurisdictions

Regulation Easing sanctions Although progress has been made on the Iranian sanctions issue, the shipping industry will need to continue to take care

31

Kidnap and ransom Up for ransom While the ransom debate continues, a new study tracks the uses made of hostage payments

35 cover story

Insurance Cause for concern Piracy and crime, as well as fire-fighting capabilities, are worrying issues for insurers

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Maritime Security International 29/11/2013 10:56

www.gtravel.no MSI winter 2013 book.indb 4

Partner with

SAMI AFFILIATE

www.seasecurity.org

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Contents

5

Seafarers Staying on the alert Casualties, dangerous cargoes and enclosed spaces are just some of the issues seafarers need to deal with

42

Port security Under attack 51 The threat of cyber attacks has been highlighted at a number of security events in recent months, and ports are considered to be particularly vulnerable in this respect

Deterrents Eye spy If you are serious about protecting staff and assets, then multiply the force of your security efforts with covert surveillance

57 cover story

Smuggling Tackling financial flows Cracking down on the uses pirates are making of ransom money is one area of concern at the moment, as is tackling the scourge of people trafficking

63

Offshore Offshore equation Do the demands of security add up?

66

Events

68

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News

7

In thE

DoCk

Mixed reactions to Mangouras judgement over The Prestige, while Somali pirates get life for the killing of four people from the yacht Quest

“His actions have been described as ‘exemplary’ by the vessel’s flag state, and yet he has been outrageously treated as a criminal. Confronted with refusal by the Spanish authorities to give the damaged ship refuge, Captain Mangouras had courageously done everything possible to protect crew, ship and cargo and to protect the environment by minimising pollution – including remaining on board with Argyropoulos after the rest of the crew had been evacuated, in order to try and save the ship.

“ Captain

Mangouras’ is deeply disappointed at his criminal conviction for disobedience

“

I

ndependent tanker owners’ association INTERTANKO has welcomed Captain Mangouras’ acquittal from charges of criminal damage to the environment over The Prestige oil spill, but is “deeply disappointed at his criminal conviction for disobedience”.

The master of The Prestige, Captain Mangouras, and the vessel’s chief engineer, Nikolaos Argyropoulos, have finally been acquitted by the Spanish courts of criminal damage to the environment, 11 years after the accident. Also acquitted was José Luis López Sors González, the former head of Spain’s merchant marine department, which means that the Spanish state will not be held responsible for the disaster. The courts failed to find anyone guilty of directly causing the tragedy in November 2002, when the laden tanker broke up and sank off the Spanish coast, spilling some 50,000 tonnes of oil.

“We are deeply disappointed that Captain Mangouras was convicted as criminally responsible for serious disobedience to the Spanish authorities during the incident, and that he has been sentenced to nine months in prison – a sentence that he is unlikely to serve because of his age. He was held for two years (85 days of which in a high-security prison) prior to any formal enquiry, until the vessel’s P&I Club put up Euros3m as bail,” INTERTANKO said.

“However, against his judgement, he was forced by the Spanish authorities to take a series of actions that resulted in the damaged tanker being taken out to sea in appalling conditions.

“INTERTANKO considers the conviction and sentencing of Captain Mangouras as lamentable, inexcusable and fundamentally wrong, setting

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a precedent for treating as criminals ships’ masters who try to do their best for seafarers, ship and environment when under extreme adverse circumstances.

steamship warns on collisions Protection and indemnity (P&I) insurer Steamship Mutual has warned that the risk of collision at sea is a hazard to which all members are exposed, regardless of ship type or trading area. The International Regulations for Preventing Collisions at Sea (Colregs) provide a complete code that, if properly understood and applied, should avoid ships ever coming into collision.

“However, the Club’s claims experience reveals a persistent frequency of collision incidents with understandable year-on-year volatility in severity, and the most serious collision incidents have the potential to involve a very broad spectrum of P&I liabilities. In 2009, the managers produced and distributed to members a loss prevention DVD ‘Collision Course’. This was not a training programme but a loss prevention initiative directed towards raising awareness among masters and watch-keeping officers of some of the key issues that were causing collisions – deficiencies in lookout, safe speed, assessment of collision risk and avoiding action,” the club said in a circular.

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News

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“In recognition of the loss prevention benefits to be derived from improved and comprehensive knowledge of the Colregs, the managers have now produced in association with Videotel Marine International a computer-based training course covering not only the Colregs but also the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA) Buoyage Systems in both Regions A and B.

somali sentences

as narco-terrorism and human trafficking represent global threats to maritime security.

NCIS, with our unique mission, is well suited to investigating acts of piracy on the high seas, and we will continue to work with US and foreign law enforcement partners and prosecutorial entities from the US and foreign nations to eradicate this global menace.”

“The FBI remains vigilant in our responsibility to bring these pirates to justice

“

Three Somalis have received 21 life sentences for the murder of four Americans on the yacht Quest in February 2011. Ahmed Muse Salad, aka ‘Afmagalo’, 27, Abukar Osman Beyle, 33, and Shani Nurani Shiekh Abrar, 31, were previously found guilty of piracy, murder within the special maritime and territorial jurisdiction of the United States, violence against maritime navigation, conspiracy to commit violence against maritime navigation resulting in death, kidnapping resulting in death, conspiracy to commit kidnapping, hostage taking resulting in death, conspiracy to commit hostage taking resulting in death and multiple firearms offences, have been sentenced. The victims included: Scott Underwood Adam, Jean Savage Adam, Phyllis Patricia Macay, and Robert Campbell Riggle.

“These defendants, in violation of US and international law, commandeered an Americanflagged sailing vessel, refused to release the hostages to the Navy, and brutally murdered the four Americans on board,” said acting US attorney Dana Boente. “The multiple, consecutive life sentences imposed send a clear message that piracy, hostage-taking and murder on the high seas will not be tolerated.”

The FBI’s assistant director in charge, George Venizelos, said: “The sad fact is that four Americans are dead because of the actions taken by the defendants and their associates in the form of modern-day piracy.

On a fateful day in February 2011, they boarded the sailing vessel Quest with the goal of using violence to get monetary gains.

Today’s life sentences provide a vigorous deterrent to armed bandits roaming our seas.

The FBI remains vigilant in our responsibility to bring these pirates to justice.”

Charles May, special agent in charge at the Naval Criminal Investigative Service (NCIS), said: “NCIS worked closely with our uniformed partners in the Navy, FBI and the United States Attorney’s Office of the Eastern District of Virginia in bringing these Somali pirates to justice for the senseless kidnapping and murder of four American citizens.

Piracy and other trans-national crimes such

Salad, Beyle and Abrar were indicted in a 26-count indictment on July 8, 2011 and were found guilty by a federal jury of all 26 counts on July 8, 2013. According to court records and evidence at trial, Salad, Beyle and Abrar, along with co-conspirators, gained control of the Quest while armed with firearms and a rocketpropelled grenade and took the four Americans

Winter 2013 MSI winter 2013 book.indb 9

hostage on 18 February 2011. Their plan was to take the hostages to Somalia, where they and their additional co-conspirators in Somalia could commence ransom negotiations. While they sailed toward Somalia, they took turns standing armed guard over the hostages; at the same time, United States Navy ships headed towards the Quest to aid the hostages and attempt to secure their safe release.

On 22 February 2011, without provocation and before the hostages could be rescued by the military, a co-conspirator fired a rocketpropelled grenade in the general direction of the USS Sterett. Witnesses testified that sustained firing came from the Quest and that glass could be seen breaking on the starboard side of the Quest. Witnesses also testified that Salad, Beyle, and Abrar were the shooters and responsible for the deaths of Scott Adam, Jean Adam, Phyllis Macay, and Robert Riggle. After the gunfire died down, the Navy dispatched Sea, Air, Land Teams (SEALS) to the Quest. The pirates began surrendering and some were seen throwing AK-47 rifles into the water.

This case was investigated by the FBI and the NCIS. Assistant United States Attorneys Benjamin Hatch, Joseph DePadilla and Brian Samuels prosecuted the case on behalf of the United States.

Maritime Security International 29/11/2013 10:56

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Our focus will always remain on delivering the highest level of customer service and our ambition is always to be the best in the business.

G Travel has been a SAMI affiliate member from the start and we regularly attend various security and piracy forums. Our knowledge of the work performed by maritime security is expanding and our reputation continues to grow.

G Travel is a forward thinking business, constantly aiming to set new goals in customer service and relationships.

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Winter 2013 29/11/2013 13:32

News crew misery Crew members on a ship detained in the UK had such poor food provisions onboard that they were forced to catch fish from the side of the vessel, which they had to cook on deck using dunnage because galley equipment was out of order, seafarers’ union Nautilus said recently.

The Panamanian-registered bulk carrier Donald Duckling was detained by the Maritime and Coastguard Agency in Tyne Port in November 2013 after an inspection uncovered a long list of serious deficiencies.

Nautilus/International Transport Workers’ Federation inspector Tommy Molloy helped the Romanian and Filipino crew members, and said the vessel was one of the worst examples of substandard shipping that he has encountered.

Crew members had not been paid on time on a number of occasions, he added, and formal requests by two seafarers to be repatriated because of family illnesses had been ignored.

The chief engineer had been dismissed after requesting spare parts to rectify problems identified in the port state control inspections.

“The fact that the vessel has been detained for such periods of time and for the nature and scope of the deficiencies provides clear grounds,

in line with their contracts of employment, for the crew to claim repatriation due to breach of contract,” Molloy said.

“The vessel is clearly not seaworthy, which ought to be of grave concern to the charterers and cargo receivers,” he added.

The ship is owned by TMT Shipping of Taiwan and had arrived in Tyne Port to load a cargo of scrap metal bound for Korea.

“It is clear that the crew would have been placed into potential danger had the ship left port for the voyage,” Molloy added.

He has written to the company requesting the payment of owed wages and the repatriation of

dangerous goods Canadian transport minister Lisa Raitt has called for a review of the Canadian regime regarding the safe transportation of dangerous goods and the role of safety management systems across all modes of transportation at a meeting with the Standing Committee on Transport, Infrastructure and Communities (SCOTIC).

“I reiterated to SCOTIC the government of Canada’s commitment to ensuring a safe transportation system and enhancing the safety of the transportation of dangerous goods.

“I asked the committee to undertake a safety review of the transportation of dangerous goods in Canada’s transportation system and I am pleased that they have agreed to do so.

“Whenever dangerous goods are being moved, we want to make sure it is done safely.

“In addition, over the past decade, Transport Canada has introduced safety management systems to advance the safety and security of our transportation system.

“As part of the review, the committee will examine the progress being made on safety management system implementation in all modes and make recommendations on further areas for improvement.

Lisa Raitt The committee will also consult with industry and

some of the crew due to a breach of contract, in line with their contractual entitlement.

Molloy said the onboard contractual documentation for the Romanian and Filipino crew members was not in compliance with international Maritime Labour Convention requirements.

“We are aware that TMT has been having problems, but this does not excuse the outrageous treatment of the crew in this case,” he added. “The ship is called Donald Duckling, and it certainly is a shocking example of a Mickey Mouse operation that undermines operators who run to decent standards.”

government stakeholders to get their perspectives and advice on what more we should be doing to further strengthen Canada’s transportation system.

“The committee can count on Transport Canada’s full support in this important undertaking.”

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News seafarers directive A proposal to include seafarers within the scope of The five EU labour law directives has been presented by the European Commission. The proposal would give them the same information and consultation rights in all 28 EU member states as onshore workers in cases of collective redundancies and transfers of undertakings.

They would also have the right to participate in European Works Councils. The proposal will now go to the EU’s Council of Ministers and the European Parliament for approval.

“Offshore and onshore workers should have equal rights, particularly when it comes to such a fundamental right as information and consultation. This proposal would improve the living and working conditions of seafarers and so help to attract more young people to work in the maritime sector,” said László Andor, European commissioner for employment, social affairs and inclusion. “It would also create a level playing field in Europe’s maritime sector, since all shipping and fisheries companies within the EU would have the same obligations.”

Although EU labour law generally applies to all workers in all sectors, until now certain labour directives allowed member states to exclude seafarers from their right to information and consultation. This has led to seafarers being treated differently in several EU member states.

The new proposal would amend five directives in order to give seafarers the same rights as their colleagues onshore. This would enhance their living and working conditions and so increase the attractiveness of working in the maritime sector for young people. This is important as the number of EU seafarers has been decreasing steadily over the past few years and the sector is threatened with labour shortages. A third important benefit of the proposal is that it would ensure fairer competition in the fisheries and shipping sectors within the EU as operators would have the same obligations in all EU member states.

There are over 50,000 merchant ships trading internationally, transporting every kind of cargo.

About 30 per cent of those merchant ships are registered in an EU member state. About 345,455 EU seafarers work on ships worldwide and about 157,561 EU fishermen work within the fishing sector.

The Five EU labour law directives currently allow member states to exclude seafarers from their scope. Not all member states make use of this possibility to the same extent.

As part of the commission’s better regulation policy, its Fitness Check report of 26 July 2013 on EU law in the area of workers’ involvement examined the directives related to worker

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information and consultation at national level. The report pointed out that the exclusion of seafarers, among others, from the scope of application of the directives was a gap that had to be addressed.

The current proposal addresses this issue.

The new proposal would amend the Employer Insolvency Directive, European Works Councils Directive, Information and Consultation Directive, Collective Redundancies Directive, Transfer of Undertakings Directive. In particular, it would give a right to information and consultation to seagoing workers in all EU member states while taking into account the characteristics of the maritime sector.

Share fishermen, who were previous excluded, would now be protected in the event of their employer’s insolvency. If the insolvent employer was unable to pay their wages, they could apply to the national Insolvency Fund. Seafarers in the Merchant Navy would have the right to participate in European Works Councils in all EU member states. Seafarers would get the same

rights as workers onshore to information and consultation as well as in the case of collective redundancies and transfers of undertakings.

Since the buying and selling of one or more vessels is very common in the maritime sector, some measures would also be introduced to ensure that EU shipping companies were not comparatively disadvantaged in these highly competitive markets. For example, under certain conditions, member states could decide that the waiting period after the notification of planned collective redundancies to competent public authorities would not apply in the case of buying or selling a vessel.

As there are differences between the 28 member states in terms of the nature of their maritime sector and the extent they make use of the possibility to exclude seafarers, the proposal includes a transition period of five years for the member states. The goal is to offer sufficient time to implement the proposal into national legislation and practice.

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Interview

What’S In thE box?

13

Frederic Brouiller

Security screen requirements have changed for customs and border agencies.

Maritime Security International talks to Frederic Brouiller, vice-president, sales, EMEA, at Rapiscan Systems about the company’s products

W

Europe, Middle East and African business is managed from Salfords, Redhill, in the UK. “The company has always been 100% focused on X-ray technology, explains Brouiller. “All security projects and developments have always been done through X-ray technology with what we call a non-intrusive imaging system.”

“ We are also developing detection for neutron and gamma radiation

“

orking with international customs and border authorities on a dayto-day basis, Rapiscan Systems is at the forefront of the evolving demands and requirements from agencies when protecting national borders.

Faced with constantly changing threats and new methods of concealing contraband, there has been increasing demand from the market for solutions and ways to automatically detect a widening range of materials. Yet, there is no “one size fits all” mentality towards threat detection, and detection has been limited to screening for explosives, weapons and drugs. However, there is another threat to add into the equation – radioactive materials.

Border threat detection software and X-ray screening technology mean that security authorities can tackle the evolving threat issue head-on with the use of automatic detection solutions for narcotics, explosives and radioactive materials. These technological innovations can now allow cargo, baggage and parcel inspection system operators to more quickly and easily identify potentially illegal and banned material by detecting contraband on a single X-ray image, ultimately leading to greater efficiency, throughput and return on investment.

Rapiscan is a US company, formed more than 30 years ago as a UK company that was then bought out by OSI, based in California. The firm’s

The company’s technology obviously has airport applications – for example, screening carry on luggage, and then, following new regulatory moves, it developed explosive detection systems.

Its imaging technology and automatic detection capability has also been used to develop vehicle and cargo applications for trucks and containers transiting borders and seaports and for customs application. “We are also developing detection for neutron and gamma radiation,” he explains.

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So is the radiation application one that has come to the forefront recently? Brouiller says that the company’s X-ray technology, which uses imaging to detect a threat, came from the requirement from customers to implement radiation detection.

The question of “What’s in the box” and the safety of container cargoes has become an increasingly important issue, not least as concerns over maritime security have heightened. There has been considerable comment about plans by the US in recent years to attempt to screen every container entering the country and what pressures this would create in logistical terms.

As Brouiller points out, this is not as simple as scanning every container that comes into the country. Different procedures apply to nonvessel operating common carriers (NVOCCs), for example, where the security process takes place ahead of time. Most ports that have goods bound for the US will want to facilitate the shipment of those goods and ensure that the ship is not stopped and controlled before arriving there. These ports are looking to install large X-ray equipment and security solutions that can check what is in the containers.

So is screening all containers a viable option?

The challenge, he says, is to find a balance between the financial investment and the operational issues.

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Interview To provide 100% screening would require more than one piece of equipment, and it would be not only a question of investment but of where the equipment was going to be installed to make sure throughput of trucks or containers was run to maximum efficiency. Financially, he says, there is a potential return on investment for customs, as screening for security purposes can result in additional findings such as incorrect manifests or customs declarations. “What is limiting the deployment of equipment to guarantee 100% screening is more an operational constraint.”

Are the different materials that need to be considered more of a problem than in the past as far as screening is concerned? In the case of containers, he says, “it is all a question of image quality” and giving the best-quality image to an operator to be able to “suspect or detect a threat”. The performance of imaging is always measured by penetration through a certain thickness of steel. The issue is less on the freight itself but how it is packed and whether, as a result, the imaging equipment produces an image that is too dark and needs further investigation.

Another possibility is material separation. “We are capable of creating the image with different colours according to the density of the material.

That, he says, could help operators in the event of a suspect item being detected. If steel is blue, the detection of another material designated by another colour, could be a matter for investigation.

In the case of a container full of blue items with an orange item in the middle, this would obviously be a topic for investigation. In this instance, he says, the operator could ask why a foreign material was showing in a shipment that was supposed to contain the same goods.

Is this rocket science? According to Brouiller, three things are involved: image quality, operator training and development of the software. The arrival of new technology has always been driven by regulation. The most popular Rapiscan product on the container side is the M60 truck base system, which gives a material separation option as well as different software operatorassisted tools.

The system does not come cheap at over $2 million, although it is difficult to be exact about the price, because it depends on which country the equipment is being delivered to and what training is provided. However, in terms of the price, if the equipment is used by customs to detect smuggling, for example, the return on investment could be rapid, Brouiller says. He cites as an example a country that detected a haul of illegal cigarettes by using the equipment and, with all the penalties that resulted, got a return on the investment within one year. If the equipment is used for security

Maritime Security International MSI winter 2013 book.indb 14

purposes only, the calculation is obviously completely different.

So do the challenges vary according to which part of the world in which the system is being installed? “Not really,” says Brouiller. Countries in the Middle East and Africa are following either EU or US regulations, so their concerns are based on those regulatory requirements, he explains. The key issue concerning installation of a large cargo system is that of budget. Sea ports in Africa that need to invest in this kind of equipment may not have the money needed. In these

cases, Rapiscan provides a screening solution, whereby the company provides the equipment and training and the customer pays a fee per container. This business model is likely to be developed further for those countries that cannot afford the capital expenditure, he says. How the fees are charged is a complex calculation based on the country concerned.

Looking to the future, one of the new challenges in terms of threats is the ability to detect handmade explosives, which, Brouiller says, may be based on home-made materials.

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Piracy

15

PIraCy

ProgrESS? Piracy figures have fallen again, but there are signs of renewed activity and incidents in Indonesia are causing concern

T

hird-quarter figures from the International Maritime Bureau (IMB) released in October showed that piracy on the world’s seas is at its lowest thirdquarter level since 2006, but IMB warned of the threat of continuing violent attacks off the East and West coasts of Africa.

The latest IMB Piracy Report, shows 188 piracy incidents in the first nine months of 2013, down from 233 for the same period last year. Hostage-taking has also fallen markedly, with 266 people taken hostage this year, compared with 458 in the first three quarters of 2012.

In the first nine months of 2013, IMB’s global figures show that pirates hijacked 10 vessels, fired at 17 and boarded 140.

A further 21 attacks were thwarted. In total, 266 crew were taken hostage and 34 kidnapped. One seafarer was killed, twenty were injured, and one is reported missing.

IMB director Pottengal Mukundan urged caution: “Although the number of attacks is down overall, the threat of attacks remains, particularly in the waters off Somalia and in the Gulf of Guinea. It is vital that ship masters continue to be vigilant as they transit these waters.”

Attacks in seas around Somalia continued to fall dramatically, with just 10 incidents attributed to Somali pirates this year, down from 70 in the same nine months of 2012. IMB attributes this improvement to the actions of naval forces engaged in anti-piracy operations, security teams on board vessels, ships complying with the industry’s best management practices, and the stabilising influence of the central government of Somalia.

“The vital role of the navies off the coast of Somalia should not be underestimated. Their presence ensures that pirates do not operate with the impunity that they did before,” said Captain Mukundan.

As monsoons subside in the north-west Indian Ocean, the weather will be more conducive for small pirate skiffs to operate again.

As of 30 September 2013, suspected Somali pirates held two vessels for ransom with 15 crew members on board. In addition, 49 kidnapped crew members are held on land, 37 of whom have been held for over two years.

With fewer attacks off Somalia, attention has moved to the Gulf of Guinea, a hotspot for violent piracy and ship hijacking for many years. The region recorded more than 40 piracy attacks in the first three quarters of

Winter 2013 MSI winter 2013 book.indb 15

2013, with 132 crew taken hostage and seven vessels hijacked – six tankers and an offshore supply vessel. The Gulf of Guinea accounted for all crew kidnappings worldwide, 32 of them off Nigeria, and two off Togo.

Nigeria, the main source of piracy in the region, accounted for 29 piracy incidents, including two hijackings, 11 ships boarded, 13 vessels fired upon and three attempted attacks. Pirates, often heavily armed and violent, are targeting vessels and their crews along the coast, rivers, anchorages, ports and surrounding waters. In many cases, they ransack the vessels and steal the cargo, usually gas oil.

Co-ordinated patrols by Benin and Nigerian authorities have helped reduce attacks in parts of the Gulf of Guinea. However, the IMB warns that pirates move around the region if left unchecked, citing the hijacking of a tanker off Port-Gentil, Gabon, in July 2013, by suspected Nigerian pirates.

Two Americans who were kidnapped from their ship by pirates off the coast of Nigeria in October were released in early November.

The master and chief engineer were taken hostage from the C-Retriever, owned by Edison Chouest Offshore, and a ransom is understood to have been paid for their release.

Maritime Security International 29/11/2013 10:56

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Elsewhere in the world, one area of rising armed robbery attacks is Indonesia. Here, the IMB recorded 68 low-level attacks to vessels, nearly all at anchor. Robbers boarding the vessels were usually armed with knives or machetes. Detailing the most attacked anchorages in its piracy report, the IMB calls for increased patrols, and warns ships to stay alert in these waters.

Just a few weeks after the operation commander of the EU Naval Force, Rear Admiral Bob Tarrant, issued a warning about the ongoing piracy threat, there were two more piracy-related incidents off the Somali coast.

The first incident happened on 5 November, when EU Naval Force German frigate, FGS Niedersachsen, prevented 10 suspect pirates from getting far out to sea. The second incident happened the next day, at sea 460 miles south-east of Mogadishu, when a merchant ship had to repel an attack from five armed suspected pirates.

During one of her counter-piracy patrols, FGS Niedersachsen located two small vessels – a whaler towing a skiff, close to the Somali coast. The warship’s crew was able to observe that, as well as 10 men, the whaler was also carrying over 10 fuel barrels and two long ladders – equipment that has been traditionally used by pirates to launch attacks on ships at sea.

Speaking about these latest incidents, Rear Admiral Bob Tarrant said: “It is clear that Somali pirates still have the intent and capability to get out to sea to attack ships and take crews for ransom. These attacks not only cause misery to ships’ crews and their families, they also generate instability in world trade and humanitarian aid routes. Naval counter-piracy forces and the maritime shipping industry must remain vigilant so that these pirates do not succeed.”

Early November saw NATO’s counterpiracy Operation Ocean Shield warship

HDMS Esbern Snare board two small craft and detain nine suspected pirates.

The Danish flagged vessel ToRM Kansas also reported that she was attacked by pirates in the Indian Ocean, but the ship’s armed security team repelled the attack.

HDMS Esbern Snare, the closest NATO unit to the failed attack, was directed to the scene by the Ocean Shield Task Force commander, Commodore Henning Amundsen.

HDMS Esbern Snare’s Special Maritime Insertion Unit,supported by the embarked Lynx helicopter, launched an operation against the two small craft to investigate their possible involvement in the attack. The suspected pirates surrendered without resistance.

“ The root causes

of piracy remain, though the international community is working to address them

“

13 16:34

Piracy

The failed attack on the Torm vessel was one of several in the Indian Ocean in early November, indicating an increase in pirate activity in the region. None of these attacks have been successful, owing in large part to the presence of three counter-piracy task forces and several independent naval vessels patrolling the Somali Basin and Gulf of Aden, as well as the use of armed security teams and adoption of other counter-piracy best practices by many merchant ships transiting the region. There were no injuries to crew, vessel, environment or cargo.

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Torm said that “the Indian master, his crew and the employed armed guards are safe and suffered no injuries as they showed great skill in deterring the attack. No pirates were hurt either”.

The medium range (MR) product tanker ToRM Kansas was in open sea at the time of the incident, en route from Sikka in India to Mossel Bay in South Africa.

The pirates approached the vessel in a skiff and opened fire. The Torm vessel was in full compliance with the best management practice (BMP4) guidelines, the company said, adding that “all actions performed were as per the procedures and the rules for the use of force and subsequently the pirates abandoned their attack. The emergency response team ashore was immediately gathered upon notification of the pirate attack.

“I am relieved that no one on ToRM Kansas was injured and pleased that all our procedures again worked effectively,” said Claus Jensen, senior vice-president, technical division.

“This incident is both a positive example of the successes of the international community in deterring piracy and a reminder that we must remain vigilant,” said Amundsen.

“The root causes of piracy remain, though the international community is working to address them.”

The NATO Shipping Centre (NSC) has been warning yachts to steer well clear of the highrisk area (HRA) in recent weeks. The NSC has also warned masters about reporting incidents. “Some masters are choosing to phone their company security officer first in the event of a piracy incident. However, one of the fundamental requirements of BMP4 is that the UK Maritime Trade Operation (UKMTO) is the primary point of contact for merchant vessels during piracy incidents in the HRA. This aims to avoid unnecessary delay and prevent inaccurate or incomplete information from reaching military commanders.”

Maritime Security International 29/11/2013 10:56

Marine Pirate Busters Protecting your Vessels and Crew Armed or Un-Armed Guards Panama Approved SAMI Stage 1 Accredited ICoC Signatory Company ISO 9001-2008 BIMCO Guardcon Standards

• To avoid delays when our teams embark and disembark, we use satellite tracking to follow the team until they are at the right place and at the right time.

• Continuous risk assessment and reporting during transits.

• Alerts are sent directly to our teams using satellite communication.

• Excellent citadel design, proven in a 2-day pirate attack.

• Operate everywhere in the piracy areas of East Africa and West Africa.

✁

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MSI winter 2013 book.indb 18

Marine Pirate Busters info@marine-pirate-busters.com +27 21 856 1111 (24/7) +27 82294 4840 www.marine-pirate-busters.com

29/11/2013 10:56

security organisations

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CoMManD anD

Control UK Foreign Office minister Mark Simmonds has updated Parliament on the launch, governance and membership of the ICoC Association

M

raising standards and levelling the playing field for PSCs. The government strongly encourages all PSCs working in complex environments abroad to both pursue certification to these standards by accredited certifying bodies and to become members of the ICoC Association.”

“ The UK is, along

with the USA, a global leader in the private security company (PSC) market

“

inister Mark Simmonds said, in a statement to Parliament, “The UK is, along with the US, a global leader in the private security company (PSC) market”. Legitimate PSCs, working to high standards, are vital to the protection of diplomatic missions and the work of companies and non-governmental organisations (NGOs) in complex and dangerous environments around the world.

“The government wants to see the highest standards, including on human rights, across all PSCs that work in complex environments abroad. At the same time, it wants to level the global playing field for those PSCs that work to high, measurable standards, so that they cannot be undercut by PSCs that do not meet those standards.

“We have undertaken to establish a system of national certification to professional standards for PSCs, which would measure companies’ implementation of the commitments and principles set out in the International Code of Conduct for Private Security Service Providers (ICoC).”

A large section of the PSC industry has signed up to the code, which envisages professional standards to implement the ICoC principles and the creation of a global oversight mechanism, named the ICoC Association. This forms the second track of the government’s approach to

UK Foreign Office Minister Mark Simmonds

The association was launched at a conference in Geneva on 19-20 September. The UK, along with Australia, Sweden, Switzerland and the United States, is one of the founding member governments. Some 13 civil society organisations and 135 PSCs have also joined as founding members. Over 50 of the 135 PSCs that have joined are UK-based. The UK has provided £300,000 of funding to support the establishment of the association. Other founding states are also providing support.

Winter 2013 MSI winter 2013 book.indb 19

The governance structure of the ICoC Association will consist of a general assembly, a secretariat based in Geneva, and a 12-person board of directors, with equal representation for each of the membership pillars of governments, civil society and industry. Former UK permanent representative to the United Nations and other international organisations in Geneva, Dr Peter Gooderham, has been elected to the board of directors. The board of directors will establish the procedures by which the association will fulfil its core functions.

Future membership for PSCs will depend on them being independently certified to approved professional standards. The association will be able to monitor whether member PSCs are fulfilling their obligations under the code, including through independent monitoring in the field, and can receive complaints that a PSC has breached the principles of the code.

“We believe the twin-track approach of certification to agreed standards and the ICoC Association’s oversight can help us fulfil the UK’s commitments under the UN Guiding Principles on Business and Human Rights.

These commitments were set out in the UK’s action plan on business and human rights, which the foreign secretary and business secretary launched in September.”

Security firm Drum Cussac welcomed the news that Foreign Office minister Mark Simmonds

Maritime Security International 29/11/2013 10:56

Prote.a.s protect at sea 11 Aktis Str. Voula, 16673, Athens, Greece T/F: +30 210 9689977, M: +30 6936613812 E-mail: ng@proteasmaritime.com www.proteasmaritime.com

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security organisations has updated UK Parliament on the association.

“As a founder member company of the ICoC Association, we are delighted that the UK government has undertaken to establish a system of national certification to professional standards for private security companies, which would measure their implementation of the commitments and principles set out in the International Code of Conduct for Private Security Service Providers.”

ship security plans An attempted terrorist attack on a vessel transiting the Suez Canal in September, and threats to vessels in the Eastern Mediterranean, have resulted in the Security Association for the Maritime Industry (SAMI) stressing the need for shipping companies to urgently check that ship security plans are in place, are workable and fit for purpose.

All too often, the maritime security focus onboard and in offices ashore has been on the threat posed by piracy, but, as recent events have highlighted, the threat of terrorism is real and needs to be taken seriously, Sami says.

The current security problems facing shipping are spread over a wide area, and it is vital that there are processes in place to respond to credible threats, or to the requirements to increase security levels. In recent months, some

flag states have raised their International Ship and Port Facility Security (ISPS) Code levels, owing to the threat of terror attacks in the Yemen.

Such heightened security demands can be difficult to implement onboard, and so it is important that checks are made to ensure the correct response can be initiated.

Peter Cook, CEO of SAMI, states: “With shipping seemingly an increasingly attractive target to terrorists, it is imperative that all steps are taken to ensure that security measures can be implemented effectively.” According to Cook, one of the best ways to check the ability

to respond is to hold a security drill or exercise.

“Companies can very quickly identify problem areas by holding a training exercise based on any number of current security threats.”

There are a range of vital steps that shipowners are urged to take to safeguard their seafarers, cargoes and vessels. From a risk management perspective, it is important they appreciate the threats posed in the areas in which they operate and vital that the management team onboard are able to communicate and respond effectively to implement the necessary measures to mitigate any risks posed.

Peter Cook

dryad guidance Dryad Maritime Intelligence has issued guidance on the latest framework of standards to be issued by the maritime security industry.

Their advisory considers and comments upon the three main proposed standards that are currently hot topics of debate in the maritime security industry; the International Organisation for Standardisation (ISO) PAS 28007, the International Code of Conduct for Private Security Service Providers (ICoC) and ANSI / ASIS PSC 1 & 4.

According to Karen Jacques, Dryad Maritime’s chief operating officer, “The sheer speed at which this framework is being set up has inevitably led to a degree of confusion about what this means for the shipping industry and how much the standards are likely to overlap. At Dryad, our role is to provide specialist advice and services to assist seafarers in going about their day-to-day business – we hope that this article gives some clarity on the topic.”

The revised standards are expected to be implemented in order to provide a framework of accreditation to be used by ship owners, managers and operators. One of the key benefits of the introduction of these standards is that it will allow seafarers to select accredited and approved privately contracted armed security personnel (PCASP).

Dryad‘s commentary looks closely at the current trial of this standard, ahead of its proposed introduction in spring 2014. Although the development of the (ISO)/PAS 28007 will not necessarily eliminate other national accreditation requirements, it is hoped that the burden of due diligence on ship owners will be significantly reduced.

Dryad’s guidance continues by considering the ICoC standards for private security companies, paying particular focus to the code’s grounding within the principles of the Montreux document on private military and security companies. Dryad goes on to discuss the planned overhaul of the body, which will see the introduction of membership fees, audits and accreditation. For those that reach the standards set by the planned introduction of ANSI / ASIS PSC 1 & 4, a series of American national standards, they will also crucially be certified as conforming to the ICoC standard with no additional auditing required.

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security organisations

Leading maritime training provider Seagull has announced the release of nine new e-learning titles.

The fourth quarter release includes titles covering: electrical safety; galley operations – nutrition; nutrition and well-being – awareness; electric propulsion – electrical machines; electric propulsion – power electronics; electric propulsion – electric propulsion systems for ships; marine environmental awareness – sustainable shipping; enclosed space entry – awareness; and shore-based assessment.

Fatalities and major incidents related to entrance into enclosed spaces continues to fuel the urgent requirement to increase crew awareness and maritime training provider Seagull has addressed this crucial issue by developing a new awareness module building on the existing version. Its objectives are to enable the learner to become aware of and avoid the dangers of enclosed spaces onboard ship and to prepare them to take part in enclosed space entry and rescue.

The module identifies the hazards likely to be faced during entry into enclosed spaces and the precautions that must be taken before entry as well as the signs of adverse health effects caused by exposure to hazards in enclosed spaces and the additional precautions required

when the atmosphere in an enclosed space is either known or suspected to be unsafe.

In addition, it helps the learner to know both the personal protective equipment required and the correct initial actions to be taken to rescue crew from an enclosed space.

“ The aim is to raise awareness of the causes and consequences of groundings and avoid loss

“

e-learning

‘Marine environmental awareness – sustainable shipping’ is the third marine environmental awareness module, which, with modules 187 ‘Marine environmental awareness’ and 277 ‘Environmental challenges’, will be part of a new onboard course aimed at educating, stimulating and empowering officers to contribute to sustainable shipping and ensure compliance with pollution prevention measures.

The modules’ learning objectives cover the concept of sustainable shipping, the complexity and diversity of the marine environment and the

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roles of procedures and technical installations in protecting the environment plus the human element in preventing pollution.

The shore-based assessment module focuses on the use of written text methods used by personnel onshore while assessing seafarers onboard ship.

It describes how to make best use of multiplechoice tests and identifies the required format of test items intended for inclusion in Seagull’s crew evaluation system database for standards of training, certification and watchkeeping (STCW), detailed and company-specific tests.

Three new modules developed covering electrical propulsion are the last in a series of four and cover principles of electric motor operation, the electronic devices used to control propulsion or drive motors, and how these elements are put together into the different types of electrical propulsion systems increasingly being installed on ships.

In addition to the nine new titles, 16 titles have been revised. The vessel general permit module has been updated to reflect the 2013 version, which takes effect from 19th December 2013. The oil, chemical and gas tanker training modules have been updated to reflect the STCW Manila Amendments. The ship general safety module is now available in four additional languages – Russian, Chinese, Portuguese and Turkish.

Going aground The Standard P&I Club’s latest Loss Prevention DVD, Groundings – Shallow Waters, Deep Trouble, has been released.

According to the club, in recent years, grounding incidents “have been responsible for a very high proportion of the largest claims paid under the International Group’s Pooling and Excess Loss Reinsurance arrangements. In many cases, a stark contrast often exists between the apparent simplicity of the cause of the grounding and the severity of the consequences.

The film examines a number of grounding incidents and their causes and has been endorsed by the UK’s Marine Accident Investigation Branch and the Nautical Institute. As with previous productions, the DVD includes not only the film but also useful reference materials and web-links. The DVD has been produced with the financial support of The Ship Safety Trust with the aim of raising awareness of the causes and consequences of groundings and to assist in avoiding unnecessary loss.”

The DVD was launched at a premiere before an invited audience at the Museum of London. Copies of the DVD are now distributed to members for use on their vessels.

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Maritime Security International 29/11/2013 10:56

24

corporate viewpoint POLICY & FORUMS

armed and unarmed security in 2014

Marine Pirate Busters offers a range of anti-piracy protection, even where armed security is not an option

Going around citadel door Some pirate activities are not reported in public, but naval commanders know what is going on and they say there still is a major threat throughout the whole risk area.

There are enough known pirate attacks to confirm this.

There are fewer hijackings, simply because armed security stops attacks at an early stage.

We cannot afford to relax anti-piracy protection and regress to the high numbers of hijackings experienced in the years of 2011 and 2012.

Some countries do not allow armed security and often their local protection is not sufficient. Ships are regularly attacked, hijacked and crew get kidnapped in these areas.

Recently, pirates broke a citadel after six hours and kidnapped crew. This happened about 50nm from a naval base.

Unarmed security It is possible to resort to unarmed security when armed security is not an option, but unarmed security is far more complex and risky than armed security.

Insurance companies know this and they charge much higher premiums for unarmed transits.

There is a debate about the advantages or disadvantages of unarmed security.

If unarmed security is not implemented properly, it can do more harm than good.

Marine Pirate busters e-mail: info@marine-piratebusters.com tel: +27 (0) 21 856 1111 tel (24/7) : +27 (0) 82 294 4840 Website: www.marine-pirate-busters.com

Going around citadel door

Maritime Security International MSI winter 2013 book.indb 24

Desperate pirates can endanger the lives of crew and cause extensive damage.

But if there is insufficient security and the company relies on insurance alone to mitigate risk, they also endanger the lives of their crew.

It is known that masters, senior officers and crew will abandon their jobs as soon as they realise the risk and consequences of insufficient security.

Citadel design The shipping industry’s Best Management Practices for Protection against Somalia Based Piracy (BMP4) guidelines recommend technical advice and support to plan and construct a citadel (safe room).

It is important to be aware that a citadel can become a death trap if not well designed. Or it can be a waste of time if pirates eventually break in.

Marine Pirate Busters (MPB) has experienced a range of gruesome pirate tactics.

• Shots fired into the citadel.

• Fuel injected into the citadel and ignited.

• Smoke drawn into the technical areas by starting fires in air intakes.

• Hand grenades thrown into the citadel through ducts and exhaust pipes.

• Explosives used against the citadel to try to break in.

• Staging of a false departure in an attempt to prompt the opening of the citadel.

• Fires started against the citadel walls and doors to ignite paint and plastic on the inside to give off toxic fumes inside the citadel.

• Oxy-acetylene cylinders exploded against the citadel in an attempt to weaken the walls and doors.

Our citadel design and active defences were proven in real attacks and our methods withstood a two-day on-board pirate assault.

Active defences Barriers become far more effective when they are actively defended.

For example, a prison’s perimeter fence has to be actively defended by armed guards to achieve the necessary level of security.

Pirates are criminals and they are like-minded to prisoners, but it is easier to board a ship than it is to go over a prison’s security fence.

Armed guards will keep pirates away from the ship’s perimeter.

This is why armed security is still the most effective active defence method, but, in countries where firearms are not allowed, there are other options.

Alternatives Active defence systems should be similar to armed security and must be just as effective.

It is not impossible to evaluate unarmed solutions. Please follow these guidelines for basic guidance.

Test all elements of an unarmed solution against armed security standards.

There must be visual and audible deterrents projected over a distance.

This must escalate as the barrier (ship’s perimeter) is approached. It must be similar to parading firearms and firing warning shots. It must be visible and easy to hear.

If warnings are ignored and pirates try to board, physical resistance must increase significantly and become a disabling force.

Electrified fences, water jets, sound systems, lasers, propeller arrestors, pepper spray, razor wire, fire hoses and similar deterrents are not comparable to armed security and they fall into the category of deterrents.

There is a similarity between the vulnerability of an unprotected ship and the vulnerability of a child in a dangerous place. You will not send the child into danger, but the ship has to go. Therefore, give the ship the best protection there is to avoid any regrets.

If your ship’s protection is sufficient, you need not worry because you will not have to deal with a ransom situation or damage to your ship.

MPB is developing an active defence system that has similar features to armed security.

This is for those clients who have no choice and cannot use firearms, but realise that a disabling force is ultimately necessary to prevent boarding.

For more information, please see our advertisement or register online for updates on this system: www.mpbsgroup.com/pb2.php

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legal

25

DEalIng WIth

jUrISDICtIon The use of privately contracted armed security personnel continues to represent something of a legal minefield, given the various approaches taken by different jurisdictions

considered as an alternative to the employment of soldiers and only in cases where the latter option is not available. It is limited to the Indian Ocean and the area between the straits of Bab El Mandeb and Hormuz.

“ The shipping

industry needs to know whether, and under what conditions, the embarkation and

disembarkation of PCASP is permitted

“

T

he Enrica Lexie is just one incident where there has been a tussle over jurisdiction in between Italy and India following the shooting of two fisherman.

As Claudio Perella, attorney at law for Italian law firm LS Lexjus Sinacta, explained at the International Union of Marine Insurance (IUMI) conference in September, the Italian government claims that the marines enjoy sovereign immunity, as they are naval guards employed on board an Italian ship and acting under the instructions of and on behalf of the Republic of Italy.

Indian authorities point out the absence of any international treaty granting immunity from prosecution to vessel protection detachments (VPDs) onboard privately owned ships. The Indian Supreme Court held that the incident did not take place in Indian territorial waters, but denied that marines enjoy sovereign immunity.

Both Italy and India are relying on provisions of the United Nations Convention on the Law of the Sea (UNCLOS) in order to establish jurisdiction over the investigation and prosecution of the alleged crime.

Perella explained that Italy has recently enacted the legislation, allowing the employment of private maritime security companies (PMSCs) on board, but this is

It is possible to stipulate with a PMSC the GUARDCON standard contract or a similar contract; no such contract exists with soldiers.

The Italian government is continuing its efforts to secure the return of the two marines to Italy as they remain in detention in India.

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Jurisdiction issues were also raised in October with the arrest by the Indian authorities of the AdvanFort-operated Seaman Guard ohio, which was carrying a number of armed guards and firearms.

At the UAE Counter Piracy Conference in Dubai in September, Professor Douglas Guilfoyle of University College London said that key legal issues regarding privately contracted armed security personnel (PCASP) and port and coastal states arise from the sovereignty of coastal states over their ports and, subject to rules on innocent passage, their territorial sea.

“The shipping industry needs to know whether, and under what conditions, the embarkation and disembarkation of PCASP is permitted and what requirements must be complied with when a ship carrying PCASP arrives in, stays at, or departs from a port,” he said in a paper for the conference.

The International Maritime Organization (IMO) therefore recommends ports have, and publicise, policies and procedures dealing with the embarkation and disembarkation of PCASP and their weapons; and have similar rules for vessels calling in port, he said.

“A concern for the shipping industry has been that if regulations are poorly distributed or frequently changed, it undermines the ability of vessel owners/operators to plan voyages

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corporate viewpoint POLICY & FORUMS

Secure seal of approval

I

Infinite Security Solutions is a security specialist whose expertise is backed

by Lloyd’s Register Quality Assurance

hQ: Infinite security solutions Pte ltd 34 boon leat terrace #04-17 singapore 119866 other offices: bVI, uK, hK, Anguilla, Ghana, New Zealand tel: +65 6473 6384 Website: www.iss-team.com

nfinite Security Solutions (ISS) is your security specialist. We operate worldwide with a trusted global network providing customised risk and security; consultancy, products and services across various land and maritime industries (including oil and gas).

We are essentially a risk and security management company that can assess risks on facilities/ installations/vessels using your own or an international risk methodology ie ISO31000, from your project’s conception through each stage until completion. We also have the manpower to implement our findings and/or security at existing locations /assets or on new projects. Our network of professional consultants, a collective of specialist military and government personnel (land and maritime), is ready to be deployed at a moment’s notice.

Our consultants have extensive risk and security backgrounds. One example is assisting governments and companies in understanding the International Maritime Organization’s International Ship and Port Facility Security (ISPS) Code prior to its inception in 2004. Since 2004, ISS consultants have been at the forefront of the implementation process, formulating port and ship security assessments, developing and implementing security plans and delivering accredited training courses with classification societies and clients.

ISS also has extensive experience in high-risk areas of the world, including the Middle East and the subcontinent.

It provides intelligence, protective and technical security services and consultancy, including expertise for training in and the development and implementation of management systems such as ISO28000.

We have a range of products including weapon sights, long range acoustic devices (LRADs), through to safety and security management systems (IT solutions). Our services include crisis management, incident management, investigations, security audits, close protection; maritime or land (including maritime escort) and vessel security background checks to name a few.

Maritime Security International MSI winter 2013 book.indb 26

The requirement for risk and security has become ever-more evident with globalisation, the increased threat of terrorism and the current global economic crisis. Worldwide, companies and governing bodies need to safeguard their assets. Risk assessments made in advance of a project and, if required, security measures or personnel put in place during the project can produce considerable savings in the long term.

ISS has extensive experience in risk and security management, which allows us to easily identify individual clients’ requirements, and produce a suitable solution ensuring absolute customer satisfaction and, above all, peace of mind. Our land and maritime risk and security consultancy, products and services capabilities include, but are not limited to: Consultancy

• C5I-SR Operations and crisis management, ie C5I Centres: concept through to implementation and training; • International Maritime Organization’s International Ship and Port Facility Security (ISPS) Code compliance; • ISO28000 compliance; • Oil and gas; • Ship, terminal, platform, floating production, storage and offloading (FPSO) unit concept though to operation for: • Risk management (including media handling); • Policy and procedures; • Command and control.

Products • Anti-piracy: non-lethal equipment – ISS Best Management Practices (BMP) stand-alone communications unit (SCU); Guardian (anti-piracy barrier), LRAD, Nemesis 5000; • Hi-tech: GoldLock; • IDenta (explosive and drug identification equipment); • Kidnap and ransom policy: land and maritime; • Safety and security management system; • Training DVDs; • Sale, lease, service and maintenance of remotely operated vehicle (ROV) units; • Weapon sights: red dot sights.

Services • Audit services: specialising in security audits; • Close protection; maritime and land, including maritime escort; • Compliance and implementation, including ISPS; company security officer (CSO); • Crisis management, incident management; • ISPS implementation; • Intelligence, protective and technical security services; • Investigations: counterfeit, fraud, loss in transit, substitute cargo, supply chain, theft; • ISO28000 and ISO31000 implementation; • Maritime medical support; • Project management: safety and security; • Risk / security surveys; • Security and risk services for: FPSO terminals and oil and gas onshore and offshore facilities; • Ship security alert system monitoring; • Tracking: personal and vehicle; • Training services: non-military and military; • Vessel security background checks.

Infinite Security Solutions (ISS) is proud to announce that it is one of the first companies in the world to have been approved by Lloyd’s Register Quality Assurance (LRQA) to the following standard for security management systems for the supply chain: ISO2800:2007. This approval meets the guidelines of the ISO/PAS 28007 international standard.

The security management system for the supply chain standard is applicable to the provision of private maritime security services, providing contracted armed security personnel on board ships in transit across international waters: operating in the Gulf of Aden, off the east coast of Africa and in the Indian Ocean.

We are able to provide competitive quotes, including significant discounts for ‘spot’ teams already deployed into the area. We operate only with our own weapons; all our teams are fully trained, with significant experience in privately contracted armed security personnel (PCASP) operations.

Winter 2013 29/11/2013 10:56

legal and comply with port state law. There is surprisingly little information from international organisations.”

Another issue, he said, was the use of floating armouries. Some states are concerned that the armouries can disembark security personnel and firearms outside their territorial waters. Also of concern is the passage of PCASP through the territorial sea. “In my view, the mere carriage of weapons through the territorial sea without calling at port does not violate innocent passage. However, in the event that weapons are fired within a territorial sea, even in self-defence, a coastal state might well argue it was entitled to assert criminal jurisdiction.”

Guilfoyle said in his conference paper that: “States are rightly cautious about the implications of the use of PCASP. However, each potentially affected state needs a clear regulatory framework setting out whether PCASP will be permitted aboard their ships (in the case of flag states) or within their ports (in the case of coastal states). Affected states need to consider whether their existing laws are adequate or whether new regulations are needed.

UNCLOS allocates exclusive authority to each flag state to decide whether PCASP will be allowed on vessels flying its flag and to each port state to decide whether foreign-licenced weapons will be permitted in its ports.

In the territorial sea, coastal states will not be justified in interfering with a vessel that is not proceeding to or departing from port unless it commits some outward act disturbing the good order of the territorial sea.

seafarer abandonment The abandonment of seafarers remains a pivotal issue in implementation of the Maritime Labour Convention (MLC), as disputes over the costs and liability for repatriation mean seafarers rights are not always assured, according to former Lloyd’s List editor Michael Grey, who chaired a panel to discuss the issue during London International Shipping Week (LISW).

While the week was a time to celebrate the industry, it was also a time to question some of its darker aspects and, as Grey said, new provision within the MLC, which makes flag states liable for repatriation costs, represents a vital move towards putting seafarers rights into practice. He said: “The MLC is here, but it needs to be properly enforced in order to work. I am positive it will be monitored by the International Labour Organization (ILO), but cash-strapped flag states will be grateful to have experts in the field.”

Experts in question who were present at the debate included the Reverend Canon Ken Peters, director of justice and welfare at the Mission to Seafarers. He said that although the MLC may point the finger of liability at flag states, the practical work on the ground – from gaining the trust of abandoned crew members to putting them on a plane home – will always remain the burden of charities such as the Mission to Seafarers, as there are simply no other forces at work who can provide the practical assistance these seafarers desperately require.

Canon Peters said: “The real test of the MLC is not it simply coming into being, but how effective it really is on the ground. In many cases, I am sorry to say, it will be business as usual – there will still be abandonment.

Flag states will be liable, but, in practice, who will perform the repatriation? There is simply no one else.

“Seafarers who overstay their visas are classed as illegal immigrants.

We need real people present on the waterfronts; people who are trusted by seafarers, particularly as many believe that if they leave ship, they will lose their wages, but this isn’t true. Seafarers trust port chaplains, not port officials. I hope flag states recognising their responsibilities now will not be cowed by the task.”

Cleopatra Doumbia-Henry, director of the international labour standards department at the ILO, was also a major presence in the debate and she confirmed that, globally, 183 ships were listed as abandoned at the time of LISW. “The MLC is a consolidation of existing requirements, but it adds an important element relating to the financial security of ships,

particularly where repatriation is concerned, as a mandatory requirement,” she said.

The issue of financial security and coverage, she added, is, from an insurance perspective, “the greatest issue in moving the MLC forward”.

David Purdy, executive director, Willis FINEX, discussed his company’s new insurance product, which aims to plug this gap. Following an abandonment owing to insolvency, Willis’s FLIER product (flag liability insurance against exposure for repatriation) offers full coverage for all legal liability associated with medical costs and repatriation – as will be the responsibility of flags under the MLC. Purdy said: “The problem is, there is no speedy process of getting abandoned seafarers home. If we, as an insurer, get involved, the quicker we can assist in getting the abandoned seafarers home, then the less expensive it will ultimately be for the Mission to Seafarers.

“It’s vital to get people who are working on the ground involved early. If a vessel is abandoned and the owner can’t be traced, then there is much reliance on the expertise of people such as Canon Peters, who know all the processes involved. The rights of seafarers should not be hindered by trying to decide who is ultimately responsible, and as an insurer we can step in and assist.”

The International Chamber of Shipping (ICS) launched a new web-based information resource to assist shipping companies to implement the MLC in October.

Speaking at the Manning and Training Conference in Manila, ICS director of employment affairs, Natalie Shaw, said: “This new ICS resource should help to answer many of the questions that employers still have with respect to MLC implementation and will hopefully serve as a kind of one-stop shop, in combination with guidance we have already produced and that of individual flag states.”

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ICS director of employment affairs, Natalie Shaw

Maritime Security International 29/11/2013 10:56

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corporate viewpoint POLICY & FORUMS

a new hotbed for maritime piracy

A

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recent report issued by the International Maritime Bureau (IMB) Piracy Reporting Centre, which is based in Kuala Lumpur, Malaysia, states that while global piracy has dropped substantially, the number of piracy cases reported in pan-Malaysian waters is increasing. These waters include the Strait of Malacca, the Straits of Singapore and the South China Sea. When assessing the rise in attacks, it is essential to note that approximately half of the world’s oil supplies and a third of global trade passes through the Strait of Malacca.

Pirates operating in the panMalaysian waters are armed with guns, knives and machetes and are known to be violent. Ships of marauding thieves apparently favour these waters, where some 81 attacks occurred in 2012 and 48 in the first six months of 2013. Of these 2013 attacks, 43 involved pirates boarding vessels and assaulting and robbing the crew. Pirates have favoured South-East Asian waters for centuries, picking off traders who sailed through the Strait of Malacca to and from India and China.

In reviewing these attacks, it is important to distinguish between degrees of severity. On the lighter end are the ‘fishing boat’ pirates, who conduct sloppy attacks on busy coastal waters. These pirates favour the kind of passages where thousands of ships cruise between Indonesia and Malaysia, or in the South China Sea. They usually attack as thieves in the night while ships are anchored and most crew members sleeping.

Unfortunately, there is a more troubling class of piracy. This variety is perpetrated by large-scale, wellcoordinated global crime organisations.

In these attacks, cargo worth millions of dollars is routinely stolen, as in the case of the Petro Ranger, an oil tanker that was robbed of $3 million worth of fuel en route from Singapore to Vietnam.

While official response may be increasing and helping, there is still little that the men on the ships can do in the event of an attack. In fact, crew members are expressly trained to simply meet pirates’ demands without a fight. Many captains forbid their crews from keeping weapons on board, as they have found that the pirates usually have them outgunned.

Maritime Security International MSI winter 2013 book.indb 28

Maritime security through preparation and awareness Consequently, MARITIME ELITE SQUAD (MES) was established as a brand of Ratusan Paksi Security SDN BHD (RPS).

MES offers a cost-effective, preventionorientated, maritime security solution for the oil and gas and commercial shipping industries. RPS is registered with the Malaysian Ministry of Home Affairs as well as the Petronas Standardised Work and Equipment Categories (SWEC) Code. Our key personnel are former members of the Malaysian Elite Forces, the Royal Malaysian Navy, the Royal Malaysia Police-Marine Division and the Malaysian Army. MES is a young company, but the combined experience of its staff adds up to over 150 years, creating a world-class reputation.

The selection of MES team leaders and maritime security officers with tactical perception results in highly successful security provisions. Every area of risk is reviewed and evaluated, with nothing left to chance. Each phase, from equipment selection and assignment and embarkation through release point and disembarkation, has its own detailed audit checklist and is followed and filed with military precision.

Drills are conducted to update training.

Our 24/7 operations centre provides real-time GPS tracking and reporting, with the capability of verifying passage plans and reporting any deviation to the client. MES reports include situational status, location, weather/sea conditions and full incident reports. These reports can be viewed any time online and are

uploaded on a one to two-hourly basis as requirements dictate. Each report can be tailored to specific client needs.

As the need arises, MES liaises with the Malaysian Maritime Enforcement Agency, International Maritime Bureau, Singapore Police Coast Guard, the Royal Malaysian Navy and Indonesia’s Maritime Safety Coordination Organisation (Bakorkamla).

Our operatives have experience in anti-piracy, anti-hijacking, anti-terrorism, onboard disaster recovery, scuba diving and function with a multidimensional skill set, including but not limited to: 1.

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MaRItIMe elIte SquaD is the sole private maritime security company in Malaysia registered with the Security association for the Maritime Industry (SaMI). the name MaRItIMe elIte SquaD will convey to any client vast security experience and assurance of high operational standards.

Winter 2013 29/11/2013 10:56

legal Antitrust proceedings The European Commission has opened formal antitrust proceedings against several container liner shipping companies to investigate whether they engaged in concerted practices, in breach of EU antitrust rules. Opening of proceedings does not prejudge the outcome of the investigation.

According to the commission: “Since 2009, these companies have been making regular public announcements of price increase intentions through press releases on their websites and in the specialised trade press.

These announcements are made several times a year and contain the amount of increase and the date of implementation, which is generally similar for all announcing companies.

The announcements are usually made by the companies successively a few weeks before the announced implementation date.

“The commission has concerns that this practice may allow the companies to signal future price intentions to each other and

may harm competition and customers by raising prices on the market for container liner shipping transport services on routes to and from Europe. The commission will now investigate whether this behaviour amounts to a concerted practice in breach of Article 101 of the Treaty on the Functioning of the European Union (TFEU) and of Article 53 of the European Economic Area (EEA) Agreement.”

Article 101 TFEU prohibits anti-competitive agreements and concerted practices. Article 11(6) of the Antitrust Regulation provides that the initiation of proceedings by the commission relieves the competition authorities of the member states of their competence to also apply EU competition rules to the practices concerned.

Article 11(6) further provides that national courts must avoid giving decisions, which would conflict with a decision contemplated by the commission in proceedings that it has initiated.

“The commission has informed the container liner shipping companies concerned and the competition authorities of the member states

Hero ruling extends dutch jurisdiction

29

that it has opened proceedings in this case.

There is no legal deadline for bringing an antitrust investigation to an end. The duration of an investigation depends on a number of factors, including the complexity of the case, the cooperation of the undertakings with the commission and the exercise of the rights of defence.”

Some 14 companies are understood to form part of the investigation. Commenting on the announcement, AP Møller Mærsk said: “Maersk Line has taken note of the European Commission’s decision to open a formal investigation. No formal letter from the commission on the matter has been received yet, but we have been informed that we will be part of the investigations.”

“AP Møller Mærsk has no reason to believe that Maersk Line has behaved in a manner not in accordance with EU competition law. The company has cooperated with the European Commission and will, of course, continue to do so, to the extent required, during the investigation.”

Carel van Lynden

ROTTERDAM-based law firm AKD says a recent decision in the Dutch Court of Appeal substantially extends the jurisdiction of Dutch courts following a ship arrest. In the case of the Hero (HSH Nordbank vs Hero Shipping), the court ruled that the 1952 Arrest Convention applies to all vessels, irrespective of flag and owner. The court also broke new ground by agreeing that a bank did not need to provide security for its claim because it had sufficient financial strength.

Carel van Lynden, a partner with the shipping and offshore team at AKD in Rotterdam, says: “This is a good decision for mortgage banks. This case was for the repayment of a loan, secured by a mortgage. The courts decided that jurisdiction by Dutch courts is created simply by the arrest by the mortgage bank, regardless of the flag and nationality of the owner. It gives banks quick access to the very favourable auction system in The Netherlands.”

The applicability of the Arrest Convention and its ability to create jurisdiction varies across different countries. Where it does not automatically create jurisdiction, it may offer protection to owners of vessels from – or vessels flying flags of – nations not contracting to the convention. This decision in The Netherlands lifts that protection.

Says van Lynden: “This is also a remarkable decision because, for the first time, a claimant has not had to provide security in a case involving owners registered in an EU country.

The summary judgment sought by the bank against the owners is a provisional measure under European law and until now has only ever been granted if security for the claim was posted by the claimant. In this case, the court accepted that the bank was sufficiently financially strong and also sufficiently likely to repay the claim if it later failed, so no security was required.”

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regulation

31

EaSIng

SanCtIonS Although progress has been made on the Iranian sanctions issue, the shipping industry will need to continue to take care

using the cover of negotiations to continue advancing its nuclear programme as we seek to negotiate a long-term, comprehensive solution that addresses all of the international community’s concerns.

“Significant risks remain when trading with entities in Iran

“

T

he P5+1 (the United States, United Kingdom, Germany, France, Russia and China), facilitated by the European Union, have taken the first steps to ease sanctions against Iran in return for the Iranian government halting the commissioning of the Arak plutonium centre and uranium enrichment.

According to a statement issued by the White House on 23 November, “the P5+1 and Iran reached a set of initial understandings that halts the progress of Iran’s nuclear programme and rolls it back in key respects. These are the first meaningful limits that Iran has accepted on its nuclear program in close to a decade.

The initial, six-month, step includes significant limits on Iran’s nuclear programme and begins to address our most urgent concerns, including Iran’s enrichment capabilities; its existing stockpiles of enriched uranium; the number and capabilities of its centrifuges; and its ability to produce weapons-grade plutonium using the Arak reactor.

“The concessions Iran has committed to make as part of this first step will also provide us with increased transparency and intrusive monitoring of its nuclear programme. In the past, the concern has been expressed that Iran would use negotiations to buy time to advance its programme. Taken together, these first-step measures will help prevent Iran from

In return, as part of this initial step, the P5+1 will provide limited, temporary, targeted and reversible relief to Iran. This relief is structured so that the overwhelming majority of the sanctions regime, including the key oil, banking, and financial sanctions architecture, remains in place. The P5+1 will continue to enforce these sanctions vigorously. If Iran fails to meet its commitments, we will revoke the limited relief and impose additional sanctions on Iran.”

The details of how the agreement will work will requirement legal amendments, at least as far as

Winter 2013 MSI winter 2013 book.indb 31

the EU is concerned, according to law firm Clyde & Co: “The early indications are that, as well as a moratorium on any new sanctions against Iran, the prohibitions on foreign investment in Iran’s automobile industry, on trade in gold and precious metals and on petrochemical exports are being lifted, as well as licences issued for safety-related repairs to Iran’s hard-hit aviation industry. The relevant US sanctions can most likely be lifted by the president without the approval of Congress. The EU would need to pass legislation amending existing Regulation 267/2012 in order to permit the petrochemical exports and trade in gold and precious metals, but this can be passed in reasonably short order by the EU. “The US will maintain its restrictions on Iran’s crude oil exports, which are currently down 60% on two years ago, but will allow Iran to repatriate up to $4.2 billion in proceeds from those sales.

Iran is currently required to keep the proceeds of crude sales in the country of export.”

Clyde & Co said in its sanctions update newsletter: “Perhaps what is more notable is how much of the sanctions ‘architecture’ will remain in place. Iran will still be subject to the extensive financial sanctions that cut it off from the western capital and insurance markets and isolate its banking system. The crude oil export restrictions will remain in place, as will restrictions on the import by Iran of refined petroleum and

Maritime Security International 29/11/2013 10:57

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regulation

dealings with the Iranian energy and shipping industries. Up to $100 billion of Iran’s foreign exchange reserves will remain frozen, and a large number of state-owned enterprises will remain sanctioned. All these sanctions remain firmly in place, together with a warning that they will be enforced vigorously notwithstanding the recent deal. And should Iran fail to keep to its uranium enrichment commitments, there is a further warning that the relief will cease and the pressure will be ratcheted up again.”

International trade sanctions are of increasing concern to the shipping industry. Inevitably, given the current regional tensions, sanctions against Iran and Syria have received much media attention recently, but both the United States and EU have sanctions regimes in place in respect of other territories and designated entities and individuals.

Reed Smith Shipping partner Andrew Taylor said during London Shipping Week in September: “Sanctions affect our clients in many ways, and not only those within the shipping industry. Sanctions target the goods they may wish to carry or trade, the parties with whom they may wish to do business, and the ability to transfer funds. Where applied, sanctions can affect the existence of insurance cover. Even where they do not threaten the existence of cover, they often affect a P&I Club’s ability to provide support to its members should a problem arise.”

David Myers, shipping counsel at Reed Smith, added: “The real concern for those involved in international shipping is making sure that there aren’t issues on the other side of the Atlantic.”

There have been a number of successful legal challenges in the European General Court relating to Iranian companies that had been placed on the asset freeze list, including the Islamic Republic of Iran Shipping Lines.

According to law firm Holman Fenwick Willan (HFW): “The recent cases indicate that the General Court is prepared to consider legal challenges that are based on classical notions of natural justice. However, it is important to stress that different judges or chambers within the General Court appear to have different views as to the extent of the supervision to be exercised by the General Court.”

HFW said in a sanctions briefing note that: “Interested parties should also be aware of the significant risks that remain when trading with entities in Iran and that will continue to apply even where particular individuals and/or entities are de-listed. These include restrictions that apply generally, such as the EU rules on transfers of funds, EU rules on the provision of insurance to Iranian persons and entities and EU rules on the supply of services to Iranian vessels.

Commenting on the de-listing of the Islamic Republic of Iran Shipping Lines (IRISL), Maryam Taher of M.Taher & Co, said that while the EU Council could have appealed against the

Winter 2013 MSI winter 2013 book.indb 33

33

European Court’s decision, she had been alone in her view that the Council would not do so because their chances of success would be “very limited” It was her opinion that the Council would be looking to re-list IRISL on new grounds that they felt might secure a more favourable judgment from the EU Court. The Council had already been in contact, indicating that it intended to re-list IRISL and other clients for whom Taher is acting, and asking for comments from the companies concerned.

Taher said she was both surprised and dismayed to learn that the Council intended to re-list IRISL shortly after it had won its case for annulment, because the Council had not provided any evidence to substantiate the reasons for the listing.

She said the Council had given its reason for re-listing IRISL as being because it had “evaded or violated the provisions of UN Security Council Resolution 1747 of 2007 because IRISL has been involved in the shipment of arms-related material from Iran in violation of paragraph 5 of UNSC Resolution 1747 (2007). Three clear violations were reported to the UN Security Council Iran Sanctions Committee in 2009”. She argues that if the company were to be re-listed on the basis of the three violations mentioned of UN Resolution 1747, this would be a “unlawful decision”. To do so basing the listing on the same facts would be an “abuse of power”. The Council, she said, had no new evidence.

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regulation She maintains it is unlawful for the Council to try to amend the legal criteria for listing and try to apply them retrospectively to IRISL using the allegations it had used to support the original listing which have already failed in the European Court.

She also stressed that,in relation to the “arms material” that IRISL is alleged to have carried, the company acted as a carrier and not a shipper,which are two separate roles and carry

different responsibilities in law. As carrier, IRISL relied on the shipper providing an accurate description of the goods on the bill of lading.

Taher said that she had seen no evidence of any assessment having been undertaken by the Council itself of the evidence against IRISL, or whether it fulfilled the criteria for listings. The assumption, she said, is that the Council has not carried out any assessment.

She said she would be seeking assurances that the Council would not re-list IRISL and, in the event of a decision to do so, proper evidence must be provided to support the listing. She said she would also want to see the assessment that had been carried out by the Council to show why the company qualified for re-listing, and the reasons for revising the listing criteria for the company in the light of no new evidence being forthcoming.

West of england West of England P&I Club has warned about potential boycotts of companies who are trading with Israel in a briefing note. The club’s commercial and legal correspondents in Lebanon Maurice G Mouracadé & Co and Baroudi & Associates have issued advice for vessels calling at Lebanese ports.

“As a result of the Arab-Israeli conflict, some Arab states, including Lebanon, have enacted a number of boycott regulations that prohibit/ restrict free trade with Israel and Israeli interests.

“Under these boycott regulations, vessels that call at Israeli ports are at risk of being blacklisted and prohibited from entry to Arab ports. In Lebanon, blacklisted vessels are usually detained and fined.

Members trading with Lebanese ports should obtain a written certificate from the Arab Boycott Bureau of Israel’s Beirut Office confirming that the vessel is not blacklisted. This requirement has now become compulsory and it is important for members to obtain said certificate in advance of the vessel’s call to Lebanon to enable them to take whatever pre-emptive measure is necessary in case the vessel is blacklisted.”

Maritime Security International MSI winter 2013 book.indb 34

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Kidnap and ransom

35

UP for

ranSoM While the ransom debate continues, a new study tracks the uses made of hostage payments

link between terrorism and ransom payments is key to shipping companies’ ability to use ransom payments to release hostages.

Giles Noakes, head of maritime security at the Baltic and International Maritime Council (BIMCO), was recently quoted at the Hanson Wade-organised Security in Complex Environments conference as saying that, unless there was a link to terrorism, preventing the payment of ransoms was a violation of seafarers’ human rights.

“ Generate funding to purchase weapons, gain recruits, and continue their operations

“

P

ayment of ransoms in hostage situations continues to be a hot topic for the shipping industry, with one of the more recent instances being that of two US crew from the C-Retriever, who were released after payment of a ransom.

While ransom payments for piracy off the West African coast have tended to concentrate on the cargo of the vessel, the number of incidents involving hostage taking of individuals appears to be increasing.

The past year has seen much debate – for example, in the UK, over the government stance towards the payment of ransoms and there were concerns in the shipping industry that a UK task force considering the issue would move towards an outright ban. This has proved not to be the case. It remains the UK government stance, as in the US, that ransoms should not be paid, and it is moving towards an ultimate goal of bringing ransom payments to an end.

This approach has alarmed the shipping industry, quite simply because in the absence of a shore-based solution to the piracy problem, the payment of ransoms is the only means of ensuring the release of hostages, many of whom have been held for prolonged periods. If shipowners were forced into a position of being unable to make ransom payments, there would be nothing to stand between hostages and the wrath of their captors. Whether or not there is a

November saw a further resolution by the The United Nations Security Council for the international community to fight piracy and armed robbery at sea.

In its resolution, the council urged member states to work in conjunction with relevant

Winter 2013 MSI winter 2013 book.indb 35

international organisations to adopt legislation to facilitate prosecution of suspected pirates, as well as to co-operate on the issue of hostage-taking.

Pirate networks “continue to rely on kidnapping and hostage-taking”, the 15-member council said, noting that the profits “help generate funding to purchase weapons, gain recruits and continue their operations activities, thereby jeopardising the safety and security of civilians and restricting the flow of free commerce”.

Pirates off the coast of Somalia and the Horn of Africa have made between $339 million and $413 million in ransom profits in the past seven years, fuelling a wide range of criminal activities on a global scale, according to Pirate Trails – a report released in November by the UN Office on Drugs and Crime, the World Bank and INTERPOL. Meanwhile, piracy is estimated to cost the global economy about $18 billion a year in increased trade costs, as well as leading to a significant decline in tourist arrivals and fishing yields since 2006.

The council, in particular, commended Kenya, Mauritius, Seychelles and Tanzania for their efforts to prosecute suspected pirates in national courts.

It also reiterated its calls on member states to fight piracy by deploying naval arms, military aircraft and by supporting counter-piracy forces, as well as by seizing and disposing of boats, arms and other equipment suspected in piracy.

Maritime Security International 29/11/2013 10:57

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Kidnap and ransom They also decided that the Somali arms embargo, originally imposed in 1992, “does not apply to supplies of weapons and military equipment or the provisions of assistance destined for the sole use of member states, international, regional and sub-regional organisations” working to stop the scourge.

The council reiterated its calls to the Somali authorities to interdict piracy, and to investigate and bring to justice “those who are using Somali territory to plan, facilitate or undertake criminal acts of piracy and armed robbery at sea”.

The Pirate Trails study revealed that much of the ransom money was used to fuel a wide range of criminal activities on a global scale.

Using data and evidence from interviews with former pirates, government officials, bankers and others involved in countering piracy, it investigates the flow of ransom money paid out to Somali pirates operating in the Indian Ocean and examines the reach of the pirates into the trade of the stimulant khat, human trafficking and other illegal activities that hinder development.

Tracing a pattern that it calls “the pirate money model”, the study analyses the investments made by a sample of 59 pirate “financiers” to reveal the range of sectors – including both legitimate businesses and criminal ventures – that were funded by the ransom money. Emphasising the prominent position of pirate financiers, the report estimates that between 30 per cent and 75 per cent of the ransom money ends up with these financiers. The pirate “foot soldiers” aboard the ships receive just a fraction of the proceeds, amounting to between 1 per cent and 2.5 per cent of the total.

Stuart Yikona, senior financial sector specialist at World Bank and the report’s co-author, says that its findings highlight the dangers posed not only by the hijackings themselves but also from the proceeds of the criminal acts: “Unchallenged piracy is not only a menace to stability and security, but it also has the power to corrupt the regional and international economy.”

Piracy costs the global economy about $18 billion a year in increased trade costs. Because the outbreak of piracy has reduced maritime activity around the Horn of Africa, East African countries since 2006 have suffered a significant decline in tourist arrivals and fishing yields.

International remittances – a lifeline for the poor – have been affected by the decision of some banks to cease their operations with money remitters working with Somalia, which some financial institutions associate with risks involving the funding of terrorist activities.

Pirate Trails assesses how the ransom proceeds are moved, invested and used. The report calls for co-ordinated international action to address the issue, and it sets out how the flow

of illicit money from the Indian Ocean can be disrupted. Among its findings, the report shows that ransom money was: »

»

Invested in criminal activities, such as arms trafficking, funding militias, migrant smuggling and human trafficking, and was used to further finance piracy activities; Laundered through the khat trade, particularly in Kenya, where it is not monitored and therefore is the most vulnerable to illicit international flows of money.

Pirate Trails also illustrates the effect of the hijackings on the local Somali economy in terms of the employment of foot soldiers and the purchase of goods to sustain the piracy operations.

A co-ordinated effort by international financial authorities is needed to address the threat, says Yikona: “The international community has mobilised a naval force to deal with the pirates. A similarly managed multinational effort is needed to disrupt and halt the flow of illicit money that circulates in the wake of their activities.”

That assertion is echoed by Tofik Murshudlu, chief of the implementation support section in the organised crime and illicit trafficking branch at the United Nations Office on Drugs and Crime

(UNODC). He notes that, while the international community may be winning the battle against pirate foot soldiers at sea, it should be wary of losing the war against criminal kingpins on land. “The vast amount of money collected by pirates, and the fact that they have faced virtually no constraint in moving and using their assets, has allowed them not only to thrive but also to develop their capacities on land,” says Murshudlu. “These criminal groups and their assets will continue to pose a threat to the stability and security of the Horn of Africa, unless long-term structural solutions are implemented to impede their current freedom of movement.”

Pirate Trails calls for a range of practical measures, including strengthening the capacity of countries in the Horn of Africa to deal with illegal cross-border cash smuggling; risk-based oversight of money / value transfer service providers; and the development of mechanisms to monitor international financial flows into the khat trade.

Pirate Trails focuses on Djibouti, Ethiopia, Kenya, Seychelles and Somalia. Its authors also carried out research in London, Copenhagen and Washington.

Pirate trails

Winter 2013 MSI winter 2013 book.indb 37

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Insurance

39

CaUSE for ConCErn Piracy and crime, as well as fire-fighting capabilities, are worrying issues for insurers

L

egal and contractual issues, piracy and crime and international sanctions are the most important areas of concern to merchant shipowners, according to a survey by the UK P&I Club. Close behind are crewing and personnel, insurance regulation, loss prevention, environmental legislation, shipboard risk management, cargo preparation and stowage and port state control.

Consequently, owners want information and advice from their protection and indemnity (P&I) insurers on how to tackle the problems associated with these areas.

Some 259 people from among the UK P&I Club’s member shipowners and their insurance brokers were interviewed, spread globally in relation to all major ship types and vessel ages.

Members indicated that financial stability was the most important aspect of their relationship with any P&I club. This was followed by speedy claims resolution, strong working relationships, comprehensive loss prevention and risk management advice, understanding members’ business priorities, an extensive office and correspondents’ network, high-quality executives and avoidance of unbudgeted calls.

Nick Whitear, communications director at Thomas Miller P&I, which manages the UK P&I Club, explained: “The aim of our survey has been to identify and understand the issues

that really concern our members and those aspects of service and performance that are most important to them. The club was very pleased with such a high level of participation across such a wide range of ship types, trade sectors, regional and international trades and corporate organisations.”

The club has worked closely with the International Group of P&I Clubs to create detailed guidance on piracy and international sanctions.

An updated edition of frequently asked questions – and responses – on piracy was published on the club website in August. These reflected the greater incidence of piracy and other violent crimes against ships and seafarers off the Gulf of Guinea coast. Questions on US sanctions against Iran have also been recently revised.

The survey was undertaken independently by research firm Firebrand Insight under the codes of conduct of The Market Research Society and ESOMAR, the world research federation.

Forgery warning Professional indemnity insurer ITIC has warned shipping intermediaries to be on the look-out for cleverly forged documents that could result in them being held liable for substantial claims by cargo interests.

In its Claims Review, ITIC refers to the case of a Belgian ship agent, which released six containers of

Winter 2013 MSI winter 2013 book.indb 39

castor oil, valued at $270,000, against a fraudulent bill of lading. The containers were to be shipped from India to Belgium and although the bill of lading against which the ship agent released the cargo to the consignee appeared at first glance to be genuine, it was in fact a clever forgery.

The shipper claimed that it had not been paid for the cargo, for which it still held the original bills of lading. It duly arrested one of the carrier’s vessels in India and obtained a bank guarantee from the carrier as security for its claim. In turn, the carrier looked to the ship agent for indemnity.

Examination of the bills of lading that had been presented showed that the agent should have spotted the forgery. The bills included incorrect details, such as the name of the load port, and spelling errors, including the name of the carrier.

The agent had therefore been negligent in releasing the cargo against the documents.

The claim brought against the carrier by the shipper was for the cargo value plus costs and interest. The case was fought in the Indian courts, which is usually a slow process. As it was unlikely that the claim could be successfully defended, ITIC and the carrier pushed the shipper to settle the matter. Finally, after almost four years of negotiation, a settlement of $160,000 was agreed - $100,000 less than the original amount claimed. ITIC also reimbursed the carrier’s legal costs and the bank charges incurred in maintaining the bank guarantee.

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corporate viewpoint POLICY & FORUMS

Put our services to the test

S

Screen4 is the worldwide leader in the provision of maritime, aviation and workplace drug and alcohol solutions.

We provide services across the globe, while maintaining a personal and individual approach to each client’s requirements

creen4 has in excess of 10 years’ experience in dealing with drug and alcohol-related issues and we offer a complete service to our customers.

This unique way of working enables us to promote policy writing, staff training programmes, testing services, laboratory services and aftercare options all under one umbrella.

We provide drug and alcohol testing services to the maritime industry in over 80 cities in 20 countries around the world. We ensure our service levels meet the demand of all our customers by delivering tailored programmes with professional expertise.

Continuity across the globe is a difficult promise to uphold. However, our customers are testament to the fact that we provide the same personal service on any continent, while always in compliance with the following organisations and codes: • International Maritime Organisation (IMO); • International Safety Management (ISM) Code; • United States Coast Guard (USCG); • Oil Companies International Marine Forum (OCIMF).

Mobile Drug and Alcohol Testing Units

For further information: tel: +44 (0)800 151 3244 e-mail: jonmay@screen4.org Website: www.screen4.org

For many years, various companies have held the monopoly on maritime drug and alcohol testing, regardless of service levels.

Screen4 now offers a fresh outlook, focusing on personal and reliable service.

Revised guidance for private maritime security companies As part of the revised interim guidance from the IMO on the use of contracted armed security guards, private maritime security companies should be able to provide evidence of the following services, which Screen4 can provide: • Background checks; • Regular drug and alcohol testing.

Screen4 has been working with shipping organisations for many years, providing legally defensible drug and alcohol testing to ensure continued compliance with maritime regulations.

If implementing background checking or drug and alcohol testing as part of this new guidance is new to you, or if you need to adjust existing company processes, we can assist you with this.

Our services include: • Urine Drug Testing (PreEmployment, Random, ‘With Cause’ / Post Incident) • Alcohol Breath Testing (Pre-Employment, Random, ‘With Cause’ / Post Incident) • Mobile Drug and Alcohol Testing Units • Pre-Employment Background Checks • Drug and Alcohol Policy Writing / Review • Bespoke and Generic Managerial and Employee Training • Aftercare Services including Counselling and Medical Detoxification.

Screen4 provides both on-site and return-to-laboratory testing for substances of abuse. Our accredited testing services give companies the necessary evidence required to conform to IMO guidance.

Screen4 recognises that global businesses can require collection services at a number of worldwide locations. Currently, we provide our services in over 80 cities in 20 different countries around the world. This coverage is constantly evolving to suit our customer’s needs.

Screen4’s Collection Network is controlled centrally from our 24-hour call centre, based in the UK. We can arrange testing anywhere in the world, whether it is part of your company’s random testing programme or in relation to an accident or reasonable suspicion.

Our services are available 24 hours a day, 365 days a year, worldwide

Maritime Security International MSI winter 2013 book.indb 40

Screen4 recognises that global businesses can require collection services at a number of worldwide locations

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Insurance ITIC says it has never been easier for documents to be cleverly forged, and warns ship agents that they need to ensure that they thoroughly check the details on bills of lading and other such documentation.

In danger Dangerous goods have long been involved in serious transport incidents, onshore and at sea, resulting in deaths, injuries, massive rescue operations and huge commercial losses.

Typically, packages spill their contents and cause fires, explosions and toxic or corrosive gas releases. Dealing with such incidents is hard enough on land, but at sea it can be almost impossible.

Containers may be badly packed and secured or house incompatible substances, with the potential hazard masked by poor marking and labelling and reinforced by inadequate or even false documentation. During loading, boxes may be inadequately secured or inappropriately positioned, relative to the contents of others nearby and their exposure to the elements and extreme seas.

However, every day, thousands of containers carrying dangerous goods are moved across the world’s oceans and the volume is likely to increase. With 16/18,000teu merchant marine leviathans now coming increasingly into service,

Fighting fires Fire-fighting systems on many container vessels are decades out of date and incapable of protecting valuable cargos, delegates at the International Union of Marine Insurance’s (IUMI) annual conference heard in September.

Despite the development of much larger ships in recent years, many cargo fires can realistically only be tackled with external support from ocean-going fire tugs.

Uwe-Peter Schieder, of the German Insurance Association GDV, called on the industry to promote the installation of more modern and effective fire-fighting systems.

Speaking at the IUMI conference in London, he said: “Fire protection systems have not yet realised that cargo is now transported in containers, as it has been for the past 30 or 40 years. Crews do not have the systems to fight fire.

“Hull insurers just have to stand by and pay out the claims.”

Schieder stated that the fire that took hold on the MSC Flaminia in 2012 took five and a half weeks to eventually extinguish.

the risk of incidents and huge consequences creates even greater safety issues for everyone involved in the carriage of these goods.

Such considerations highlight the vital importance of complying with the International Maritime Dangerous Goods (IMDG) code to avoid incidents and to reduce the consequences of those that do occur. Accordingly, the UK P&I Club has revised and reissued the four booklets in its Book it Right and Pack it Tight series. First produced eight years ago, these practical, wellillustrated, cross-referenced guides have been updated to embrace changes brought in by amendments to the code.

The booklets explain how all those involved in particular stages of the logistics chain should follow the IMDG code and work to its stipulations in preparing containerised shipments of packaged dangerous goods for carriage by sea. The second part of each booklet is a comprehensive guide to the code itself.

They are designed for: shippers and forwarders, who classify dangerous goods and prepare the documentation requested by shipping lines; shipping line booking staff charged with receiving and checking the details of dangerous cargoes, who have to ensure, as far as possible, that the information is comprehensive and accurate; managers and supervisors of organisations that pack dangerous goods into shipping containers and conduct loading operations; fork-lift

He described how the positioning of containers on such a vessel tends to ‘protect’ a fire as it develops and block any water being poured on from a fire-fighting tug. Indeed, spraying water onto containers around the source of a fire only cools them down, making them more stable and extending their protection for the fire to develop unchecked.

More advanced onboard fire-fighting systems have been developed, including CO2 flooding of holds and remote control monitors that can

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operators, who work inside containers, stacking, loading and securing dangerous goods, and need to protect themselves.

Given recent incidents and claims, the UK P&I Club regards handling dangerous goods as a major area for improving safe practice right across the globe. Consequently, the books will be available to containership members in both English and Chinese.

Since accidents may stem from actions anywhere in the logistics chain, all four titles include a strong plea that operatives should be trained to carry out their activities in line with the IMDG code.

Those packing their own containers are legally responsible for segregation, proper securing and accurate documentation. Erroneous documentation restricts the scope for emergency response, and raises the hazard content for people and cargoes.

However, the club has noted that many people packing dangerous goods do not understand the potential hazards and are unaware of the IMDG code rules for safe loading, stacking and securing packages for sea transport.

A shipper entrusting dangerous goods to a consolidator should visit the premises, inspect their work and check on their standards of care and attention.

Despite assurances that all is in order, random inspections of shipping containers worldwide reveal an alarming rate of non-compliance with the basic IMDG code rules for packing and securing.

send up walls of water, partitioning off any blazes above deck.

But few vessels operating around the globe have been fitted with such systems and adding them retrospectively to older ships is difficult and expensive.

Schieder said he was aware of five cargo fires on container vessels already during 2013 and hoped to see more ships better equipped to deal with such incidents in years to come.

“We cannot just continue to ignore the issue.”

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seafarers

StayIng

Steven Jones

on thE

alErt

Casualties, dangerous cargoes and enclosed spaces are just some of the issues seafarers need to deal with

T

he most recent edition of the International Association of Dry Cargo Shipowners’ Benchmarking Bulk Carriers report has once again highlighted the issue of seafarer casualties.

“This year’s report reveals that the number of ships lost during 2012 significantly decreased compared with 2011” said Rob Lomas, secretarygeneral of the International Association of Dry Cargo Shipowners (INTERCARGO). He cautioned, however, that “even though no loss of life was recorded in the three ship casualties during 2012, the number of other serious incidents involving bulk carriers remains unacceptably high, with 12 seafarers killed during the year.

This highlights the continued importance for flag states to conduct proper casualty investigations – the subject of an INTERCARGO paper to the International Maritime Organization (IMO), which, together with the formation of an INTERCARGO casualty correspondence group, establishes a platform for further dialogue on safety”.

Meanwhile the UK’s Marine Accident Investigation Branch (MAIB) has issued new advice on the dangers posed by fumigants, following an incident in which eight crew members of general cargo ship Arklow Meadow were potentially exposed to phosphine gas.

According to a MAIB flyer put out following the investigation, “fumigants are dangerous if not handled correctly and appropriate precautions are not taken”.

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“To improve the safety of ships’ crews and shore workers when handling fumigated grain cargoes, vessel owners, managers and crews, shippers and port authorities are strongly advised to take into account the lessons learned from this accident. »

»

»

»

»

A number of factors may cause a fumigant to remain active, regardless of the length of voyage. Where possible, all fumigant residues should be removed from the cargo hold before cargo discharge commences.

The removal and disposal of fumigant and fumigant residues is potentially hazardous and should, wherever possible, be undertaken by a qualified fumigator.

Owners and ship managers should ensure that comprehensive procedures and guidance covering the carriage of fumigated cargoes is provided on board their vessels.

Masters must take responsibility for the safety of their crews when carrying fumigated cargoes and comply with the appropriate international recommendations, national requirements and the instructions provided by the fumigator at the load port.

Port authorities handling fumigated cargoes need to implement procedures and emergency plans for the handling of fumigated cargoes, including: maintaining a list of accepted fumigators, the briefing of stevedores and other shore workers, and the safe disposal of fumigant (active and expired)”.

Maritime security handbook The Nautical Institute has launched a Maritime Security handbook, Coping with Piracy, which focuses on the people who have to cope with piracy – seafarers, shore-based staff and those working in the maritime security industry.

It gives practical guidance on preparation and training before entering a high-risk area, selfprotection measures while within it and survival strategies if taken hostage. This includes the effective implementation of the industry’s Best Management Practices (BMP4) guidelines, the onboard implications of taking on armed guards, building a disciplined and supportive onboard team and ensuring immediate action ashore should the worst happen.

Author Steven Jones commented: “We must remember that piracy is killing seafarers and destroying lives and livelihoods. Despite some recent successes in combating it, there is no acceptable level of piracy.” He added that, as maritime director of the Security Association for the Maritime Industry (SAMI), his primary focus was on people. He aims to give all, onboard or ashore, access to best practice on protecting vessels, training and provision of useable and timely intelligence.

He pointed out that piracy is one of the threats that must be assessed and planned for in the ship security plan and in the provision of training and equipment. This will ensure that crews can

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

Infinite Security Solutions

Providing high end:  Consultancy  Products  Services

Land and Maritime Risk Consultancy www.iss-team.com enquiries@iss-team.com

ISO 28000: 2007 ISO PAS 28007 ISS Press Announcement

Hong Kong, Middle East, Singapore, United Kingdom, East & West Africa

Infinite Security Solutions (ISS), based in Singapore, are proud to announce that they are one of the first companies in the world to have been approved by Lloyd’s Register Quality Assurance (LRQA) to the following ISO 28000:2007 Security Management System Standards. This approval meets the guidelines of the ISO PAS 28007.

The Security Management System is applicable to the Provision of Private Maritime Security Services providing contracted armed security personal on board ships in transit across international waters and operating in the Gulf of Aden, East Coast of Africa and Indian Ocean.

ISS would like to thank all employees for their support and professionalism during the accreditation process.

ISS is essentially a Risk Management company. We operate worldwide with a trusted global network providing customised Risk and Security; Consultancy, Products and Services across various Land and Maritime industries.

Extensive military experience and an all-inclusive range of risk and security solutions for both land and sea has been an instigating factor in making ISS a leading global player in safeguarding assets in High Risk Areas.

MSI winter 2013 book.indb 43

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corporate viewpoint POLICY & FORUMS

all-encompassing protection

I

As former mariners, you can trust us to understand your concerns and implement your requirements while reducing both your risks and costs

Prote.a.s. protect at sea 11 Aktis str. Voula, 16673, Athens, Greece tel: +30 (0)210 9689977 +30 (0)693 6613812 e-mail: ng@proteasmaritime.com Website: www.proteasmaritime.com

would like to present PROte.a.S. MaRItIMe, a company that specialises in maritime security and risk management, operating in compliance with international laws, codes of conduct and industry-recognised regulations and associations (SAMI, ICoC, ISO).

Servicing some of the world’s first-class shipping companies and charterers (eastMed, Cosmoship, Prime Marine, Meadway, laskaridis, athenian, Network, Capital among others), we have seen a great response and confidence from the market imprinted in all references received from our clients.

PROte.a.S. MaRItIMe is operated by highly professional management and very experienced staff.

Having been mariners ourselves, we understand the requirements and concerns of our customers.

Our mission is to reduce your risk against piracy and to implement operational efficiency that improves performance and reduces your costs.

Given our capacity and the availability of our assets, we can service you anywhere and at any time.

We want your vessel and business interests to be protected at sea and look forward to agreeing on an inaugural assignment.

Logo

Maritime Security International MSI winter 2013 book.indb 44

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seafarers

The Maritime Security handbook, Coping with Piracy, is available from The Nautical Institute. Price: £20; ISBN: 978 1 906915 46 9; http://www.nautinst.org/pubs

enclosed spaces “Preventing deaths in enclosed spaces is a serious issue. It is a deadly serious issue, and one which the marine industry has to come to grips with,” said David Patraiko, The Nautical Institute’s director of projects, summing up at the end of the day of education, awareness and training around enclosed space incidents held by The Nautical Institute’s London branch.

The event was held in conjunction with Mines Rescue Marine as part of London International Shipping Week in September.

More people die or are injured in enclosed spaces than through any other related onboard work activity. The largest problem is with spaces that are not perceived as dangerous – anchor lockers and deck stores that may suffer from oxygen depletion, for example. The issue persists, despite numerous guidelines, safety regimes, operational procedures manuals and assurance surveys, The Nautical Institute said.

“If this is to change, there are four major areas that need to be tackled: safety culture needs to be implemented at all levels, starting from the top; adopting a shipboard enclosed space

typhoon appeal Maritime unions, welfare charities and shipowners have mobilised to help deal with the communication effects of the humanitarian crisis caused by the super typhoon, which is feared to have killed about 10,000 people and affected an estimated 11 million people.

The United Nations has also launched a £190 million appeal.

“ Pirate attacks

violate people in the vessels that serve as their workplaces and their homes

“

protect themselves and their vessels and take whatever action is necessary.

The Nautical Institute identified piracy as a “major disincentive” to remaining in the seafaring profession in its Strategic Plan 20112015. It works tirelessly to keep the issue alive in national, regional and international forums and to develop a realistic response for its members and the wider maritime industry.

Speaking at the London launch, institute president Captain Sivaraman Krishnamurthi said: “Pirate attacks violate people in the vessels that serve as their workplaces and their homes. We hope this handbook brings attention back on the plight of seafarers, whether in the hands of criminals or facing that threat.”

Maritime security personnel will also find the handbook useful in understanding how things work onboard ship. As Captain Krishnamurthi put it, “many of the guards who increasingly serve on vessels as a deterrent to criminals have a military rather than a seafaring background.

This book will help form a bridge between them and the seafarers they seek to protect. It will help them to understand the pressures that masters and their teams face at times like this”.

The general secretary of maritime union Nautilus International, Mark Dickinson, urged industry solidarity for Filipino seafarers.

“I have contacted our sister unions in the Philippines to offer our prayers and support and

management plan, based on onboard audits, is a good new initiative; procedures for permits to work need to be addressed; shipboard design and operation should minimise the need to go into enclosed spaces in the first place; escape possibilities should be designed.

In many cases, crews are expected to use equipment that is not fit for purpose or that is complex to use. In particular, firefighting equipment is not suitable for evacuating casualties from enclosed spaces.

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have agreed with the chair of our council that Nautilus will make a donation to the emergency relief effort,” he added.

One of the main concerns is for Filipino seafarers, who represent over 20 per cent of the world’s seafarers, to be able to contact their families.

The Mission to Seafarers and the Sailors’ Society are providing free phone cards, SIM cards, and WiFi to Filipino seafarers who visit their centres all over the world. They have put their port chaplains on alert to help seafarers cope with tragic news.

The International Seafarers’ Welfare & Assistance Network (ISWAN) is helping to coordinate the response from maritime organisations involved, and its Seafarers’ Emergency Fund is providing funds to facilitate free phone calls and WiFi. The Associated Marine Officers’ and Seamen’s Union of the Philippines (AMOSUP) is also sending its training vessel, loaded with United Nations emergency supplies, to affected areas.

AMOSUP president Conrad Oca said he was touched by the “genuine concern for our less fortunate brothers and sisters, who have become helpless victims of the recent natural calamity that wrought unquantifiable damage to our country”.

Michael Lloyd and Adam Allan from Mines Rescue Marine outlined a system for the management of enclosed spaces that uses risk assessment to develop a ‘traffic light’ system, making it clear what precautions are needed when entering any given space on a ship. Lastly, a simulated rescue demonstrated the sheer difficulty of reaching and rescuing people who have become trapped in enclosed spaces – and the need for the right equipment to do so.

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corporate viewpoint POLICY & FORUMS

the Suez Canal: maritime security in a fragile political situation

T

By concentrating on what it does best, SEC4 Global Projects guarantees expertise, experience and peace of mind

he continuing social upheaval in Egypt and the fragile security situation in the region are having an increasing impact on maritime security on Egypt’s coastline, at its ports and, in particular, within the Suez Canal.

In the ports and anchorages on the Mediterranean coast, commercial shipping has so far been affected only by sporadic minor robberies and breakins. Accordingly, there has been much greater focus on attacks on vessels in the Suez Canal that have been reported and foiled by the security forces.

For example, on its way through the Suez Canal, the container vessel COSCO ASIA was shot at from the banks of the canal on 31 August 2013. There was only minor damage to the ship and its freight, and no one was injured.

The attack took place in the area of El Sharqiya, when the vessel was on its way north. Responsibility for the attack was claimed by the Al Furqan Brigades, a little-known arm of the Free Syrian Army and one of the factions involved in the civil war in Syria. Al Furqan is reported to have ideological and organisational links with Al-Qaeda, although this has so far not been confirmed officially.

Its central importance to both the Egyptian and the global economy has made the Suez Canal a highly exposed target in terms of international passenger and commercial shipping, not least since the upheavals of the Arab

Spring. As a result of the destabilisation of the apparatus of the Egyptian state and, in particular, the inadequate imposition of state control over the Sinai region, the Suez Canal has increasingly attracted the attention of non-Egyptian forces and groupings, too.

As a result, the attack by the Syrian rebel group quickly became an incident with international repercussions, although these have to be assessed in relation to the international security situation at the end of August 2013. After the use of chemical weapons against the Syrian people, this was a period of intense diplomatic negotiations and the formation of coalitions within the international community of states for and against military action in Syria. The US in particular was considering using the Suez Canal for its own fleet movements.

In addition, other, more diverse factors play a part in evaluating the security situation between Suez and Port Said: apart from the geopolitical implications that have been mentioned, internal political and tactical considerations are also a factor.

For example, in the recent past, the Egyptian security forces have intensified security levels around the canal and have, according to their own reports, foiled attempts in the IsmaĂŻlia area to attack passing vessels with hand grenades.

Among other factors, these incidents also

reflect the internal political uncertainty within the Egyptian state, which is still undergoing a process of transformation.

The ban on the Muslim Brotherhood as a political party and organisation has led to a vacuum within the structures of the state, which various groupings of a highly diverse nature and ideological persuasion are trying to fill. In addition, banning the Muslim Brotherhood has created further insecurity and instability in a situation that was already fragile. It has led to the mobilisation of militant Islamic groups against the security apparatus of the state and the transitional government, whose drastic security crackdown in the Sinai Peninsula in particular is now turning the civil population there against it, too.

At the tactical level, the use of rocketpropelled grenades and small arms alone does not represent a significant threat to the functionality of passing shipping

For more information, contact: sec4 Global Projects Gmbh Po box 20 18 22 80018 MĂźnchen, Germany tel: +49 (0)89 330 668210 e-mail: info@sec4.de Website: www.sec4.de

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At the tactical level, the use of rocketpropelled grenades and small arms alone does not represent a significant threat to the functionality of passing shipping.

The impact of the kind of hollow-charge shells fired by rocket launchers is aimed principally at penetrating armour plating and is not ideal for unarmoured targets such as ships. Hollow-charge shells hit their target with a high level of penetrative impact, but, in most cases, the damage they create to vessels is limited in its effects. They may produce, for example, a hole of a few centimetres in the outer hull or local destruction caused by an explosion in a restricted area.

The decisive factor here is the part of the ship where the shell hits, and whether human life is directly affected.

A direct hit in an area of the vessel where hazardous goods and explosive materials are stored will, of course, be critical, because these could be ignited by the shell and trigger a chain reaction. In addition, shells landing in the passenger quarters could have a deadly effect within this area, even if the physical damage to the vessel is limited.

However, the effect of hollow-charge shells is not sufficient to represent a serious physical threat to the vessel or cause it to sink, even if the ship were to be hit below the water line.

Real threat versus psychological effect Accordingly, attacks with hollowcharge shells or small arms on ships passing through the Suez Canal do not represent a real danger to shipping as a whole. In terms of the tactical effect of the weapons that are used and the high number of ships that pass through the canal, any serious disruption or even suspension of overall shipping operations is highly improbable.

However, even attacks of this kind can develop a significant psychological impact. Although the kind of weapons involved may not, in a tactical sense, be capable of preventing a ship from making its way through the canal, the geographical situation, the narrowness of the canal and the lack of opportunity for evasive manoeuvres mean that the threat is perceived as greater than it actually is.

In contrast to commercial shipping, passenger vessels are more vulnerable to attacks of this kind. As a ‘soft target’, the passengers on board increase the psychological and media impact of the attack, even if little structural damage is sustained. If people are directly affected, even relatively minor damage can give rise to panic and loss of confidence – both on board and in economic terms.

Regardless of whether they represent any real potential threat, even individual, well-placed direct hits can have a major psychological effect in this sphere. In addition, the powerful character of the Suez Canal means that any perceived or real disruption of operations here can have a direct economic effect on the world’s markets and stock exchanges.

For militants, the Suez Canal therefore provides the ideal conditions for creating major impact with limited resources – even if this effect is purely psychological – and for attracting attention to their demands and political positions. For as long as the transitional process in Egypt and the accompanying fragile political and social situation continue, the Suez Canal will also remain vulnerable to the collateral damage arising from conflicts in and around the country.

As a result, further attacks by militant groups on shipping in the Suez Canal may well be expected.

SeC4 INtellIGeNCe provides companies and organisations worldwide with information and analysis relating to security. In this way, we provide the basis for reliable decision-making in a rapidly changing world.

Our experts operate within the tried-and-tested network of the SEC4 Group: SEC4 GLOBAL PROJECTS and SEC4 MEDICAL.

In the fields of maritime security, SeC4 GlOBal PROJeCtS supports customers with armed protection against piracy in East and West Africa. In addition to this, we establish plans for security for ports and ships, in-port security and implementation of ISPS training courses.

SeC4 MeDICal regards it as its responsibility to protect and improve the vital interests of its clients. The range of services includes medical training, bespoke medical equipment, provision of emergency rescue personnel, and planning, formation and operation of an individual rescue chain, including medical evacuation.

If you are interested in our services, we look forward to hearing from you. You will find that reliability, a straightforward attitude and integrity are very much part of the way we do things.

Winter 2013 MSI winter 2013 book.indb 47

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corporate viewpoint POLICY & FORUMS

Port Sudan 19°n: now open for business

Port Sudan offers security firms an alternative base

Sudan: Situated in Northeast Africa, Sudan is a country of immense diversity that fascinates and intrigues most of its visitors from anthropologists and archaeologists to historians and the average traveller. It is a country that is unique and complex in its climate, politics, environment, languages, cultures, religion and ethnicities.

Sudan is the third largest country on the African continent (after Algeria and DRC) and the 16th largest in the world.

The country has international borders with seven other states. The River Nile traverses the country from south to north while the Red Sea washes about 550 miles of eastern coast making Sudan a bridge between Africa and the Middle East.

While the population of Sudan predominately descends from both indigenous African groups and Arabs, today most tribes in the country speak Arabic and the Arab culture predominates. Over 97% of the population of Sudan is Sunni Muslims.

Main ports: • City of Port Sudan on the Red Sea • Osman Digna Harbour in Sawakin • Bashayr Oil Terminals on the Red Sea • Wadi Halfa River Port on the border with Egypt • Kosti River Port in Central Sudan

Mr Wail dagash chief commercial officer Maritime security services company tel: +249 (0)123 000 786 email: info@nopiracy.sd Website: www.nopiracy.sd

Port Sudan 19°N: Port Sudan, capital of the Red Sea State, is the main seaport handling most of that country’s external trade. Lying on the continent off Africa’s eastern coast on the Red Sea, Port Sudan is about 160 nautical miles southwest of Jeddah, Saudi Arabia.

The city centre of Port Sudan is developed by a grid scheme and in the middle is a beautiful market area. Overall Port Sudan is a very relaxed city.

The most wonderful untouched underwater world is in Port Sudan.

It is unknown to most that Jacques Cousteau filmed the movies the Silent World and the World without Sun at the reefs of Port Sudan. The most important undersea living experiment was successfully concluded at Sha’ab Rumi, Port Sudan when six oceanauts from Cousteau’s team lived for a month on the sea floor in the Starfish House (the world’s first under-

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Khartoum skyline

water dwelling) without ever surfacing.

A documentary film and an extensive photographic record are produced. The experiment was partly financed by the Principality of Monaco.

The first Marine National Park in Sudan, Sanganeb Great Reef (30 km North East of Port Sudan City) is currently nominated as a UNESCO World Heritage Property. The park is known for its richness of marine life forms among which 124 groups of coral reef exist three species of sharks, dolphins, turtles, fishes and a quite good representation of molluscs and archins. Other amazing diving locations in Port Sudan include The Abington Reef, Angarosh Reef, Dahrat Abid, Blue Belt Wreck, Dahrat Ghab, Suakin Islands, Hindi Gidir, Sha’ab Anbar, Sha’ab Rumi, The Umbria Wreck, and The Wingate Reef.

Port Sudan City airport (Iata Code: HSSP) is located approximately 15km from Port Sudan city. At present the airport serves mostly domestic flights with international traffic limited to Dubai only at present with future plans

Photos by: Hisham Karouri

to include Cairo and Doha. However, Khartoum International Airport (the country’s main airport) handles most International Carriers such as Emirates, Qatar, Etihad, Lufthansa, Kenyan, Turkish Airlines, Egypt Air, Fly Dubai, Air Arabia, Gulf Air, and Ethiopian Airlines call on a daily basis (some carriers call twice a day).

Maritime Security Services Company: Sudan is a signatory to the 2009 Djibouti Code of Conduct and as a member of the African Union, Sudan also subscribes to the ‘African Maritime Transport Charter’ (the Charter), the ‘Durban Resolution on Maritime Safety, Maritime Security and Protection of the Marine Environment in Africa’ (the Durban Resolution), and Africa’s Integrated Maritime Strategy, in addition to the Contact Group on Piracy off the Coast of Somalia (CGPCS).

As pirate attacks have pushed further and further north into the Red Sea, the Government of Sudan (GoS) exclusively empowered Maritime Security Services Company to vet, issue all licenses, and provide maritime logistical support

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Departure terminal at Khartoum International

Services relating to the protection of ships, crews, and PMSCs wishing to use Sudan territorial waters and land.

Furthermore, the United States Coast Guard visit to Port Sudan under an International Port Security (IPS) team reviewed Sudan’s legislation in implementation of the International Ship and Port Facility Security (ISPS) Code and concluded that Sudan has substantially implemented the ISPS Code.

In facilitating the release of hostages and assets, charter flights including Jet A-1 permits are offered.

There is no legislation, as a matter of Sudan law that renders the payment of ransom unlawful. Service terms and conditions apply.

The country offers a selection of five and four star hotel accommodation in both Khartoum and Port Sudan with rates starting from US$ 85 per day inclusive breakfast and all taxes.

Visas are issued within 3 working days on an arrival basis whereby a copy of the entry permit is presented for boarding and original is logged with airport immigration. On arrival US$100 statutory fee is paid at the immigration counter. Meet and Greet services are available around the clock.

With over 25 International flights per day to/from Khartoum International Airport (IATA Code: KRT), Maritime Security Services Company has chosen to partner with the pride of Africa, Ethiopian Airlines availing over 70 International destinations from its hub in Addis Ababa.

Ethiopian Airlines Area Manager for Sudan, Osman Habib said ‘we are pleased to contribute to the swift and safe return of ship crews coming through Port Sudan and remind you that Ethiopian operates a modern fleet, the youngest in Africa, that includes Boeing 777, 767, 757, and 737 jets and that we have just been voted Best Airline in Africa for Staff Service at the 2013 World Airline Awards. We fly to all major cities in Europe including Frankfurt, London, Paris, Rome, Brussels and Stockholm; to Bangkok, Beijing, New Delhi, Hong Kong, Guangzhou, Mumbai across Asia; to numerous destinations in the Middle East; to Washington D.C and Toronto in North America and recently added are Rio de Janeiro, São Paulo, and Kuala Lumpur. The last thing a seafarer needs, after coming off a voyage, is a problem with his flight – we will

aim to make that experience as seamless as possible on Ethiopian. I would like to also take the opportunity to point out that ship spares and other ship requirements are in safe hands with Ethiopian Cargo which is handled in Sudan by our agents Blue Water Logistics Company (www.logistics.sd) on a thru HAWB system from/to Port Sudan.

Reservations and tickets are granted priority basis on any of Ethiopian’s twice a day service from Khartoum.

Further details available from travel@logistics.sd Bunker supply is available to floating armouries in the Red Sea via a 1,200 ton capacity fuel barge with an additional Fresh Water tank of 200 tons. The barge also has a freezer capacity of 1,300 Kgs for offshore provision top-ups. Daily and weekly crew shuttles to/from territorial waters are currently conducted.

Bonding of weapons onboard commercial vessels calling Port Sudan or tankers calling Bashayr oil terminal is available and requires 7 days notice prior to ETA. Teams signing on/off these vessels are processed on a fixed fee basis which includes visas, signing on/ off formalities, domestic air ticket, transfers, meet and greet service and accommodation.

The shipyard at Port Sudan has been in existence since 1905 and lies on a 60,000 SQM plot on the North West channel of Port Sudan. The shipyard offers dry docking facilities (max DW 500 tons and LOA of 30 meters) and maintenance services for patrol boats or support vessels positioned in the Red Sea. Maximum draft is 3 meters.

The EU collectively is Sudan’s 3rd largest trading partner and the UK accounts for around 20% of that business. The UK does more trade with Sudan than with many African countries. More information about doing business in Sudan can be obtained from the Commercial Section of the British Embassy in Khartoum at information.khartoum@fco.gov.uk.

As a member of SAMI, Maritime Security Services Company believes that the services it provides facilitates the shipping community in protecting its assets and crews as well as contributing to the free movement of goods along vital trade routes.

For a complete list of services offered please refer to our main advertisement in this issue or visit our website for further information.

Winter 2013 MSI winter 2013 book.indb 49

Charter aircraft at Port Sudan Airport

Port Sudan: wreck of the Umbria Photo by: Dolores Porcu Fois

Port Sudan: aerial view

The South Terminal at Port Sudan

Maritime Security International 29/11/2013 10:57

41 °

is t 0 ‘ 3 6 “ an N, 2 bu 8 ° 5 7‘ l 3

Book your stand today at smm-istanbul.com/exhibit

to secure your preferred space.

smm-istanbul.com 7“

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keeping the course 26 – 27 february 2014 istanbul the international maritime conference and exhibition

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Safe Safe

MSI winter 2013 book.indb 50

29/11/2013 10:57

Ports

51

UnDEr attaCk The threat of cyber attacks has been highlighted at a number of security events in recent months, and ports are considered to be particularly vulnerable in this respect

affecting energy supplies would likely send not just a ripple but a shockwave through the US and even global economy”.

The research also suggested that the level of cyber security awareness and culture in US port facilities “is relatively low. In most ports, basic cyber security hygiene measures are not being practised. Of the ports studied, only one had conducted a cyber security vulnerability assessment, and not a single one had developed a cyber incident response plan”.

“ Little attention

has been paid to the networked systems that undergird port operations

“

C

oncerns about the vulnerability of US ports were at the centre of a report by Commander Joseph Kramek of the US Coast Guard for the Brookings Institute earlier this year.

As Kramek pointed out in his paper: “US port facilities rely as much upon networked computer and control systems as they do upon stevedores to ensure the flow of maritime commerce that the economy, homeland and national security depend upon. Yet, unlike other sectors of critical infrastructure, little attention has been paid to the networked systems that undergird port operations. No cyber security standards have been promulgated for US ports, nor has the US Coast Guard, the lead federal agency for maritime security, been granted cyber security authority to regulate ports or other areas of maritime critical infrastructure.” The report cited a National Intelligence Estimate that the next attack on US critical infrastructure and key resources (CIKR) “is just as likely to be a cyber attack as a kinetic attack”.

According to Kramek’s research, “the potential consequences of even a minimal disruption of the flow of goods in US ports would be high. The zero-inventory, just-in-time delivery system that sustains the flow of US commerce would grind to a halt in a matter of days; shelves at grocery stores and gas tanks at service stations would run empty. In certain ports, a cyber disruption

Looking at funding through the Port Security Grant Program (PSGP), the report found that “Federal program managers have not expressly included cyber security projects in their funding criteria. While this did not exclude ports from seeking PSGP monies for cyber security

Winter 2013 MSI winter 2013 book.indb 51

projects, it certainly did not incentivise them.

Of the $2.6 billion allocated to the PSGP over the past decade, less than $6 million – or less than 1 per cent – was awarded for cyber security projects, and only one port in this study had used PSGP monies for a cyber security project.

Ironically, a large number of security systems purchased with PSGP monies are networked into port command centres, making them more vulnerable to cyber attacks.”

Many municipal ports lease out their terminals to private entities and the research also found that “landlord ports have little awareness of what networked systems are being run by their lessees and almost no awareness of what, if any, cyber security measures are being taken to protect these systems”.

Recommendations contained in the report included getting Congress to pass legislation that provides the US Coast Guard authority to enforce cyber security standards for maritime critical infrastructure, adopt National Institute of Standards and Technology cyber security standards, and provide more incentive for cyber security projects through the PSGP scheme.

Further recommendations included the US Coast Guard ensuring that “a functional information-sharing network is in place, which allows government, port owners and operators and maritime industry stakeholders to exchange cyber threat information; and port owners

Maritime Security International 29/11/2013 10:57

NCT on

onventional

hreat

29-30 April 2014, Le Meridien, Split, the Republic of Croatia

Maritime Border Security and Biometrics y Two-day conference with high level international speakers from the military, government, academia and the industry y Privileged access to the latest technologies and solutions for Maritime Border Security y Exclusive Maritime Security demonstration in the port of Split y Focus on international and regional Maritime Security threats y Emphasis on the role of surveillance and biometrics to address Maritime Border Security challenges y Outstanding network opportunities with attendees, delegations and speakers from Croatia, Europe, the Middle East and North Africa y Conference topics will include: preparedness and surveillance of coast and critical infrastructure, IED and explosives detection, Ships tracking and Merchandise scanning, port personnel and seafarers’ biometric control, as well as surveillance and biometric intelligence sharing

www.ncteurope.com MSI winter 2013 book.indb 52

29/11/2013 10:57

y s

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y

ca

m

Ports and operators to conduct cyber vulnerability assessments and prepare response plans”.

“Taking steps to enhance cyber security in US port facilities as part of the broader set of cyber security initiatives to protect other sectors of US CIKR will greatly enhance the security and resiliency of this lesser-known but vitally important sector.”

According to Kramek’s report, while awareness of cyber security needs and culture in US ports is relatively low, many of the steps to improve this situation are relatively simple. “The PSGP’s resources present a tremendous opportunity to incentivise and fund some of these initial steps, including a baseline round of cyber security vulnerability assessments in port facilities.”

Other steps that could be taken to mitigate and minimise cyber vulnerabilities included adding cyber incident response procedures to area maritime security plans and individual facility security plans, the report recommended.

“While Congress continues its effort to pass comprehensive cyber security legislation, the full suite of existing authorities should also be scrutinised to see how they might be applied in the interim or in the absence of comprehensive cyber legislation. In the end, cyber security in port facilities should not be viewed as a regulatory intrusion into a new domain but rather as a natural extension of the existing suite of security measures required to protect our ports.”

Sebastian Madden, group cyber and technology director at Protection Group International, told the Security in Complex Environments Group

conference in London that 41% of international cyber attacks on US critical infrastructure in 2012 targeted the energy business. He highlighted LA Port, which, he said, had “neither conducted a cyber vulnerability assessment nor developed an incident response plan”.

Commenting on the Kramek report, the head of Coast Guard Cyber Command, Rear Admiral Robert Day, thinks that the relationship between the US Coast Guard and port authorities is more important than legislation: “I think that we have all the authorities we need... I think it’s more [a case of] let’s get the information exchange going back and forth between government and those private entities and public entities.”

A spokesman for the American Association of Port Authorities, Aaron Ellis, agreed with Admiral Day, saying that no industry has mandated cyber security regulations and that, even if there were a “uniform federal cyber security protocol”, the US Coast Guard may not be the right agency to enforce such measures.

IsPs code The effectiveness of the International Ship and Port Facility Security (ISPS) code has been a topic for discussion for as long as it has been in existence. Geir Hudø Jørgensen, head of health, safety, security, environment and quality, Höegh Fleet Services, told the Security in Challenging Environments Week conference, organised by Hanson Wade in October, that the industry now has 10 years’ experience of ISPS. “The purpose

rapiscan awarded Albanian screening contract Rapiscan Systems has announced that the government of Albania has awarded the firm a 15-year contract to provide turnkey cargo and vehicle security screening services at various sites throughout the country.

Deepak Chopra, CEO of Rapiscan’s parent group, OSI Systems, stated: “This significant award builds upon similar long-term agreements awarded by the Puerto Rico Ports Authority and Mexico’s tax and customs authority.

Our strategy of expanding our security offerings beyond the manufacture and sale of screening and detection equipment by providing comprehensive turnkey screening services continues to be well received in the marketplace.

Our experience and capability to develop and integrate leading-edge inspection technologies, coupled with our depth of operational expertise, is unmatched in the industry and, we believe, makes us uniquely qualified to secure and manage such complex programmes.”

Under the deal, Rapiscan intends to provide a comprehensive X-ray screening programme, which will incorporate technology, staffing, systems integration and maintenance support at sites throughout Albania. These operational capabilities are intended to enhance the Albanian government’s capability to stop contraband and undeclared materials. Rapiscan anticipates that total gross revenues may range from $150 million to $250 million over the term of the agreement.

of the ISPS code is to provide a standardised, consistent framework for evaluating risk, enabling governments to offset changes in threat levels with changes in vulnerability for ships and port facilities,” he said.

Asking the question of how seafarers feel about ISPS, he quoted a survey by the Danish Maritime Authority, released in July. This found that 27 per cent of seafarers believed that ISPS requirements did not actually contribute to safety on board. “Qualitative remarks provided indicate that seafarers see these requirements as unnecessary and ineffective, since port security is not effectively enhanced by having ordinary seamen to prevent highly hypothetical situations like terrorist attacks.”

He asked whether security had become a challenge for ships only – not the port itself.

While there were new standards of training, certification and watchkeeping (STCW) requirements for seafarers, he asked whether ports were inspected as frequently as ships were and whether ports had been “detained” for breaches of security in the same way as ships.

He raised concerns about security issues in port related to corruption, saying that several port authorities expect bribery, facilitation payments or gifts. While most companies have an anti-corruption policy in place, as is the case for Höegh, masters could come under pressure and perhaps be personally threatened. He advised them to never jeopardise their own safety. Port security, he added, has different challenges.

Actual revenue could differ significantly from the range provided as the generation of revenue is based upon the volume of cargo and a range of other factors.

According to Ajay Mehra, president of Rapiscan Systems: “The Albanian government’s initiative to secure its ports and land crossings represents another significant step in the security inspection arena. We are proud to have been selected to execute this critical programme.”

Winter 2013 MSI winter 2013 book.indb 53

53

Maritime Security International 29/11/2013 10:57

c.

Product No: 62635-01 (TBM 5-round) Product No: 62635-02 (TBM 10-round)

between logotype and the tagline may not be altered and must also be considered vector art.

d. SPR A5M Tactical Box Magazine Fits the FN SPR A5M rifle chambered in 308 Win.

-

c. TSR XP/SPR 308 Win. Detachable Box Magazine Fits all FN TSR XP, PBR and SPR rifles with Detachable Box Magazines (DBM) chambered in 308 Win.

The Benelli logotype or brand mark is to be considered an uneditable vector art file. The Benelli logotype is available with or without a tag line (”più avanti da sempre” - “always a step ahead” outside Italy). Never attempt to retype the name Benelli and or the tag line (”più avanti da sempre”, “always a step ahead”) and use it as a logotype. The relationship

Product No: 62614-01 (4-round)

Logotype/Brand Mark

d.

of mind that come from owning genuine FN rifle accessories.

Never settle for anything less than the quality, reliability and peace

oil & gas Artikel-Nr.

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SIG SAUER P 226 X-SIX – Mastershop

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P 226 X-SIX mit Mehrpositionenvisier und höherem Korn Mehrpreis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . f.

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P 226 X-SIX Blue Moon blau perleffect Ilaflon®, polierte Bedienteile und polierte Seitenflächen 34226062-Blue Moon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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d. FNH USA Tactical Sling Tan nylon webbing with black metal ladder-lock adjustments and elastic-protected quick-attach metal snap slips. Fits all SCAR™ models. Made in the USA. Product No: 98824

g. FS2000/F2000 Tactical Fore-End Replacement fore-end with three MIL-STD 1913 rail sections for mounting tactical lights and lasers.

Aluminum alloy construction.

Product No: 3830500 h. PS90/P90 Barrel Side Rail Product No: 3819999998

XIS-X

l. PS90/P90 Black Reticle Sight Product No: 3817100030 (Sight with screws)

i. PS90/P90 Fired Case Collector Wire frame with fabric bag. Imported.

Product No: 3819820010

fua esierP . rN-lekitrA retnu egarfnA hc.smrassiws@ofni

GIS

etihW & kcalB XIS-X 622 P

zrawhcs elietneideB etreilop ,®noflalI nehcäflnetieS etreilop dnu . . . . . . . . . . etihW & kcalB-26062243

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-sselniatS .essalkmuimerP red ni rednuwsnoisizärP saD ,nellirffirG nehcilztäsuz tim fuaL-lloZ 6 rüf ssulhcsre V rev ,nropsffirG tim kcütsffirglhatsllo V setregnälrev -lletsrev ,)pk 6,1 dnu pk 0,1( thciwegsguzbA serabllets feit ,egnälsguzbA erablletsnie dnu potsreggir T rerab retregnälrev , rethcirtnizagaM ,gnureisivtropS ednegeil -ehciS elleunam egitiesdieb ,nedobnizagaM-llatemthcieL .nelahcsffirgzloH ,gnur . . . . . . . . . . . . . . .

26062243 . . . . . . . . . . . araP mm 9 .laK

eulB cidnacS XIS-X 622 P

tceffelrep ualb ,gitiesdieb ruvarG-labir T ,®noflalI ehcsivanidnaks ,elietneideB etedlogrev nelahcsffirG-zlohnekriB . . . . . . . . . . . . . . . . . . . . . . . eulB nacS-26062243

LA XIS-X 622 P

ssulhcsre V-sselniatS . rednuwsnoisizärP ethciel saD -nälrev ,nellirffirG nehcilztäsuz tim fuaL-lloZ 6 rüf ,eneihcS REUAS GIS tim kcütsffirG-llatemthcieL setreg rev ,)pk 6,1 dnu pk 0,1( thciwegsguzbA serablletsrev feit ,egnälsguzbA erablletsnie dnu potsreggir T rerabllets retregnälrev , rethcirtnizagaM ,gnureisivtropS ednegeil -ehciS elleunam egitiesdieb ,nedobnizagaM-llatemthcieL .nelahcsffirgzloH ,gnur . . . . . . . . . . . . . . .

13662243 . . . . . . . . . . . araP mm 9 .laK

cidnacS XIS-X 622 P

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. . . . . . . . .

k. FNH USA Fitted Soft Cases Black Cordura® nylon outer shell with reinforced corners, padded handle and heavy-duty lockable nylon coil zippers. Main compartment features high-density foam with cutouts for one carbine and two magazines.

Accessory compartment equipped with web loops plus hook and loop insert for securing smaller items. Heavy-duty shoulder strap with metal snap clips and shoulder pad.

Imported.

Product No: 3810624 (PS90) Product No: 3830624 (FS2000)

nooM eulB XIS-X 622 P

tceffelrep ualb etreilop ,®noflalI nehcäflnetieS etreilop dnu . . . . . . . . nooM eulB-26062243

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j. 5.7x28mm Otis™ Cleaning Kit Product No: 3819999997

f. 5.7x28mm Magazine Product No: 3810110093 (50-round) Product No: 3816101050 (30-round) Product No: 3816101040 (10-round)

XIS-X 622 P

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e. PS90/P90 Sight Adjustment Tool Product No: 3058490010

b. PS90 3-Point Tactical Sling with Barrel Attachment Black nylon with quick release buckle allows for greater flexibility in firearm retention. Imported.

c. FS2000 3-Point Nylon Tactical Sling Black nylon with quick release buckle allows greater flexibility in firearm retention. Imported.

Product No: 3830147520

land

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622

a. PS90/P90 MIL-STD 1913 Accessory Rail Product No: 3819400120

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maritime

P 226 X-SIX Black & White schwarz Ilaflon®, polierte Bedienteile und polierte Seitenflächen 34226062-Black & White . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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P 226 X-SIX Scandic vergoldete Bedienteile und polierte Seitenflächen, skandinavische Birkenholz-Griffschalen 34226062-Scandic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SIG SAUER P 226 Zubehör

..........

Magazine siehe Seite . . . . . . . . . . . . . . . . . . . . . .

Putzzeug siehe Seite . . . . . . . . . . . . . . . . . . . . . .

Griffschalen siehe Seite . . . . . . . . . . . . . . . . . . . .

Visierungen siehe Seite . . . . . . . . . . . . . . . . . . . .

Zusatzgewichte und Montagen siehe Seite . . .

Anbauteile siehe Seite . . . . . . . . . . . . . . . . . . . . .

Beschichtungen siehe Seite . . . . . . . . . . . . . . . .

Wechselläufe und Wechselsysteme siehe Seite Weitere Optionen siehe Seite . . . . . . . . . . . . . . .

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. . . 58 . . . 58 59/60 . . . 61 . . . 62 62/63 . . . 64 65/66 . . . 67

Our expertise sets us apart

50

Fieldsports is a pioneering security equipment supplier providing integrated security solutions to companies, worldwide, working in high-risk areas. Strategically positioned between mainland Europe and North Africa, Fieldsports delivers a broad range of defense technologies and an unparalleled logistics capability.

Led by an exemplary reputation in the maritime security sector and with proven experience in supporting key industries, Fieldsports offers the highest level of bespoke solutions ranging from the latest cutting-edge security equipment to supply chain management solutions, security intelligence and project management.

Fieldsports’ teams of experienced specialists work relentlessly to garner a comprehensive understanding of clients’ requirements, needs and expectations delivering solutions that guarantee peace of mind, security and stability.

Wherever our customers operate from in the world, at sea or on land, no matter how complex, we at Fieldsports have the right solution exactly where and when it is required. Providing high quality and cost-effective professional security solutions to the Maritime, Oil & Gas and Land Industries for more than 10 years.

Fieldsports

Maritime • Land • Logistics

MALTA OFFICE Fieldsports Limited, 21/22, Parish Square, Mellieha MLH1070 T: + 356 21523036 | E: info@fieldsportsmalta.com

MSI winter 2013 book.indb 54

DJIBOUTI OFFICE Fieldsports Djibouti FZE, Liu1/19, Route De Venise, Republic of Djibouti T: +253 21355850 | E: info@fieldsportsdjibouti.com

29/11/2013 10:57

corporate viewpoint

55

a clear commitment to quality Fieldsports is a leading and innovative security equipment supplier providing global integrated solutions to companies working in high-risk areas.

L

ocated in Europe and strategically positioned, Fieldsports delivers a broad range of defence technologies and an unparalleled logistics capability.

With proven experience in supporting key industries, led by an exemplary reputation in the maritime security sector, it offers the highest level of bespoke solutions, ranging from latest cutting-edge security equipment, supply chain management solutions, security intelligence and project management.

The Fieldsports Group was established in 1993, with its main corporate goal to provide high-quality and cost-effective professional security solutions to the maritime, oil and gas and land industries.

The company is present in key markets around the world and has a combined workforce of highly experienced staff within its regional operating sites.

Over the years, Fieldsports has acquired a reputation and good name in the business because of its continuous commitment to compliance to all legal requisites, no matter how difficult, complex and onerous these may be. In addition to fulfilling all legal criteria, Fieldsports, as a member of the ICoC, conforms to the highest industry standards and has adopted the code of conduct as part of its standard operating procedures.

James Fenech, managing director of Fieldsports, has a very clear idea

of how the company should operate: “Our specialist method enables us to deliver a wide range of combined tailor-made solutions wherever our customers operate in the world – at sea or on land – no matter how complex the environment.

We at Fieldsports bring the right solution exactly where and when it is required. We have relentlessly sought and established longstanding relationships with some of the world’s leading brands in order to able to support our customers in the most demanding and harsh environments. This is all supported by teams of experienced specialists who work ceaselessly to garner a comprehensive understanding of our clients’ requirements at all times, guaranteeing peace of mind.”

He added: “We consider our clients’ requirements to be of principal concern to us at all times and recognise that our progress and result-driven success depends on their continued satisfaction.

We stand firm by our company ethos and values: there is only one way to do things and that is correctly. At no time do we ever take chances when it comes to protecting lives. We operate responsibly, ethically and with integrity with all of our stakeholders and the communities we work within. Longterm success can only be secured by

managing these resources with care and with respect.”

“The company’s commitment and total adherence to regulations, international standards and the changing legal framework has led it on a relentless drive to meet the evermore demanding security challenges of the century. At the same time, we are very aware that the security industry is being continuously scrutinised and asked to raise the bar. To that end, Fieldsports remains wholly committed to addressing these changes, which we believe will continue to shape the future of the private security industry.”

“In today’s vibrant market, the ability to be agile and responsive to change is more significant than ever.

The company focuses on changing the customary business model; we foster ideas and encourage synergy between our teams to be creative, innovative and critical towards achieving efficiency in our operational planning and delivery. We work together as a team and find solutions as a company.”

“With these standards, and with trust, innovation and strong-minded accuracy, we are able to deliver a winning combination and a distinction in our expertise that sets us apart. We are committed to delivering long-term sustainable solutions with confidence.”

Fieldsports ltd (Malta) tel: (+356) 21523036 / (+356) 21524972/73/74 e-mail: info@fieldsportsmalta.com Fieldsports djibouti tel: (+253) 21355850 e-mail: info@fieldsportsdjibouti.com

Winter 2013 MSI winter 2013 book.indb 55

Maritime Security International 29/11/2013 10:57

56

corporate viewpoint POLICY & FORUMS

business overview and product description

T

WatchStander has developed an automated system that supports commercial ships by identifying potential aggressors, notifying the on-board crew and activating non-lethal countermeasures, ultimately preventing attacks by pirates and other hostile groups

contact details

he US government has spent millions of dollars developing similar technology for use on its fleet of warships. These systems are installed on most of the US Navy fleet and are proving their effectiveness regularly.

The Applied Research Laboratory (ARL) at Pennsylvania State University is one of the primary research and development facilities for these technologies. In 2011, WatchStander obtained a license from ARL to adapt some of these technologies for use by seagoing commercial vessels, thus leveraging off the millions of dollars already invested in them by the US government.

Piracy is a real-world problem, with an annual economic cost exceeding $6 billion. Modern-day pirates are sophisticated and operate like businesses. They prey on vessels that are most vulnerable, increasing the likelihood of a successful attack.

WatchStander is a new family of proprietary software that strips wouldbe attackers of the element of surprise.

The software works together with various non-lethal countermeasures, applied in proportion to the threat level, to disrupt hostile attacks. There are no other similar systems available in the marketplace today.

The system and intellectual property WatchStander’s software utilises intelligent control technology to identify any craft in the vicinity that pose a threat. It examines the tracks of all craft within the radar’s scope and determines whether any are exhibiting suspicious behaviour.

When a suspicious track is identified, WatchStander alerts the ship’s crew and automatically begins engaging countermeasures operating at a level of aggression commensurate with the threat posed. The countermeasures are off-the-shelf components that can be customer selected, integrated with the proprietary software and installed on the ship.

WatchStander conducted a series of successful on-the-water trials in September 2012, attended by representatives of the shipping industry and the marine press. An independent company, Flag Victor, validated that all test objectives were

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met. A video of the tests is available at www.watchstander.com.

The WatchStander system is based on the full integration of three basic building blocks: Sensor Suite; WatchStander Core; and Countermeasure Suite.

1. The Sensor Suite currently comprises a Simrad 4G Broadband CW radar and the Xsens Inertial Measurement/GPS Unit (IMU). The radar provides raw data on ships, boats and buoys around the vessel, which is fed to the WatchStander Core. The Xsens IMU provides the WatchStander Core with the motion and location of the protected vessel.

2. The WatchStander Core first correlates and generates tracks based on the data received from the radar. Non-relevant data, such as land masses or flying objects, are ignored. The speed, range and heading of the remaining objects is compiled and assessed to determine their hostile probability.

3. When a likely hostile object is identified, the WatchStander Core automatically notifies the crew and activates the Countermeasure Suite. The system can provide on-board users with the compiled data and other critical factors, which assist them in deciding whether to override the actions of the Countermeasure Suite.

WatchStander retains compiled radar data and video relating to an event for future training and further software refinements.

WatchStander’s communication abilities enable it to receive software upgrades and transmit data while at sea.

WatchStander has the exclusive license in the maritime security domain for a family of algorithms patented by Pennsylvania State University (PSU).

WatchStander engaged the university’s Applied Research Laboratory (ARL) to develop the computer programs operating in the WatchStander Core, based on the licensed technology. The customised software developed by ARL for WatchStander is the property of WatchStander.

The market The size of the global commercial shipping fleet is some 70,000 ships, of which 10% trade regularly through high-risk areas (HRAs), such as the Indian Ocean, the Gulf of Aden, the West African coast and parts of South-East Asia.

WatchStander will provide the system to ships that trade through these HRAs. WatchStander is in discussions with a number of significant shipping companies and related agencies, all of whom have expressed interest in purchasing the system, pending the results of final testing.

A maritime agency of the U.S. government has also expressed a strong interest in WatchStander, indicating that it may consider installing it on their fleet of ships. We anticipate a similar opportunity with other U.S. government entities that operate ocean-going vessels.

WatchStander’s development team has demonstrated the system to a large cruise line company, which is interested in having a specialized maritime security system that is effective on large cruise ships.

Additional market focus will include marine drilling rigs, production platforms, floating production, storage and offloading (FPSO) units, accommodation units and shore-based facilities.

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EyE SPy If you are serious about protecting staff and assets, then multiply the force of your security efforts with covert surveillance

S

ecurity deterrents and screening systems are a growing market segment as the industry seeks new solutions to combat the piracy threat and ensure border safety and effective screening of goods entering the country.

One recent event in London was the Transport Security Exhibition, which showcased a number of security systems applicable not only to the maritime industries but also to other segments, such as aviation and border control.

Maritime security company WatchStander announced recently that it has completed development of its fully automated system designed to prevent gangs of pirates and other unwanted individuals or groups from boarding ships.

The object of the system is to make it physically intolerable for the criminals to approach the ship and to persuade them to abort their attacks. The video and data from all incidents will be archived for subsequent transmission to the data centres of the shipowner and to WatchStander for training and evidential purposes.

The system is designed to keep the attackers beyond the range of their guns and thereby protect the ship and its crew from potential danger. “What makes our system unique is that it disrupts the attack, without burdening the crew, in a way that is affordable,” states company president David Rigsby.

The fully automated WatchStander system, which combines intelligent software with a range of non-lethal counter-measures, has been satisfactorily tested on a number of ocean-going ships over the past six months and is now ready to be installed on ships in the commercial fleet.

The system uses cost-effective, high-resolution radar to automatically identify surrounding traffic and assess their behaviour over time to identify hostile targets. The system then operates nonlethal counter-measures to respond to the threats if they continue to approach the ship.

The system is based on technology developed by the Applied Research Laboratory (ARL) at Pennsylvania State University for use by the US Navy and adapted for use on commercial ships and other maritime installations, such as oil rigs, under contract for WatchStander.

WatchStander has an exclusive licence from ARL to use its patented intelligent control technology to develop cost-effective solutions of a legal and non-lethal nature, and market them to the commercial shipping and oil and gas industries.

WatchStander will use the services of various maritime installers to put the system on board ships that operate through high-risk areas and maintain and service them.

Implant Sciences Corporation, a hightechnology supplier of systems and sensors for homeland security and defence markets, has

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announced it has a contract for its QS-B220 explosives trace detectors for 19 airports in an unspecified Latin American country. The units will be used for checkpoint screening and air cargo screening.

“This is a major milestone for Implant Sciences and gives the company a significant presence in the Latin American aviation security market,” stated Implant Sciences’ vice-president of sales and marketing, Darryl Jones.

The QS-B220 uses ion-mobility spectrometry (IMS) to rapidly detect and identify trace amounts of a wide variety of military, commercial and homemade explosives. The company said its technology has “significantly lower maintenance requirements than competing systems, the QS-B220 can be deployed for a much lower total cost of ownership than other approved products”. It features a radioactive material-free design, push-button maintenance and diagnostics and a patented inCal internal automatic calibration system.

Security seals are the speciality of Tyndenbrooks, which has been in the business for over 100 years. Its solutions are marketed to maritime and logistics companies as well as aviation, including its new products, GlobalTrak and Hyperion.

According to Nic Dancey, general manager for Europe, the Middle East and Africa, “the challenge of minimising risk and preventing theft is a

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corporate viewpoint POLICY & FORUMS

Success against maritime piracy with the knowsley Sk – EVICtor

W

An essential part of the multi-layered approach to ship hardening

Knowsley sK centrepoint Marshall stevens Way trafford Park, MANchester M17 1Ae, united Kingdom tel: +44 (0)161 872 7511 Website: www.knowsleysk.co.uk

ith the escalation of maritime piracy in late 2009, Knowsley SK Limited, known for its long history in the design and manufacture of fire-fighting equipment for the offshore / onshore oil, gas and petrochemical sectors, was approached by a major oil company’s tanker and shipping operation to develop an effective, non-lethal, water cannon-based system.

Although not known for security products, Knowsley SK Limited has been in operation for over 100 years and has an unrivalled reputation for the design and manufacture of water monitors (cannons). This expertise was the reason why Knowsley was approached and enabled the company to draw upon a huge catalogue of products to determine which would be best suited for this anti-piracy application and develop an existing fire-fighting product to produce the EVICTOR water cannon.

The initial development work demanded a number of key elements that the device would need to provide: • An effective and visual deterrent; • A non-lethal solution; • Ability to operate within capabilities of shipboard pumping systems; • Reliability and the ability to operate unattended for very long periods; • Ability to withstand the harsh marine environment experienced on the deck of a large tanker.

The standard Knowsley selfoscillating monitor was soon identified as the best option as a basis for an anti-piracy cannon. Originally designed for the protection of offshore helidecks, Knowsley oscillating monitors are now used in a variety of applications, both onshore and offshore, and have a service history of over 30 years.

The EVICTOR shares many of the same components and material selections, so the oscillating monitor is therefore perfectly suited as the design base for EVICTOR. Adhering to the specific design requirement and working closely within the requirements of Best Management Practices for Protection against Somalia Based Piracy (BMP4), the EVICTOR has now proven itself as an effective addition to ship hardening techniques employed by maritime operators.

In addition to the supply of EVICTOR units, Knowsley SK can also advise

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on installation requirements, using its extensive knowledge of fire systems to ensure the operator gains the most from a water cannon system.

Features and benefits • Single water connection – fed by the ship’s existing fire main.

• low pressure drop – ensures effective output at pressure as low as 5.0 barg.

• unattended operation – can be left unmanned in position for very long periods while crossing piracy affected areas.

• Water powered, self-oscillation – incorporating the Knowsley SK tried and tested water motor, used in oscillating fire monitors with over a 30-year service history.

• twin nozzles, 90-degree arc every eight seconds – ensures maximum protection with a continually sweeping jet discharge.

Specially designed nozzles produce two powerful jets of water plus water mist, giving a tremendous visual presence, inhospitable atmosphere and a physical force capable of deterring the most determined pirate.

• Handrail-located, supported by the ship’s deck – securely fixed, protecting the EVICTOR from the worst environmental conditions. This also prevents high loadings being applied to the handrail, which is often the case with many handrailmounted options.

• low and medium capacity options – two nozzle sizes available

to ensure the EVICTOR(s) are properly matched to the vessel’s firewater pumping capacity.

• Simple connection – fed via a single fire hose, fitted as standard with 2.1/2”BS336 fire hose connection (easily adapted to suit other international hose connections).

• tried and tested – many hundreds of EVICTORs are now in service protecting the oil and gas fleets of major international oil companies.

Many units have run continuously for more than 20 days without pause – thus providing peace of mind to ship’s crews and owners.

EvICTor in position on ship’s deck

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deterrents detection software and high definition cameras increase the chance of capturing clear, usable images for prosecution. What’s more, 3G and 4G connection means cameras can be monitored from anywhere on a host of devices. Technical surveillance products and specialist surveillance skills are known in the special forces as ‘force multipliers’. They multiply the effectiveness of your efforts and should be a real consideration for anyone looking to keep their assets, staff and profits safe and secure.

Mul-T-Lock meanwhile has been showcasing its electro-mechanical product portfolio and patented mechanical suites designed for a variety of transport applications.

Mul-T-Lock incorporates high-security mechanical and electro-mechanical products in a combined solution to help those tasked with defining protective measures for passengers, cargo and high-risk assets.

“ Overt CCTV

can often deter thieves, but quite often they simply move on to a softer target

“

continuously changing one, and only by working closely with our customers and authorities on such initiatives as the Customs-Trade Partnership Against Terrorism (C-TPAT), are we able to stay one step ahead, not only providing quality products and service but genuinely appropriate, often individual, solutions”.

Meanwhile, a new innovative feature incorporated into version 5.40 of Wavestore’s video recording and management software (VMS) concentrates on providing an integrated security solution.

“One of the major challenges facing the electronic security industry is that customers, in order to achieve maximum advantage from their investment in a security system, require a totally integrated solution,” said Wavestore director Chris Williams. “There is, however, a vast range of disparate technologies that may be required to continuously inter-operate. Although this is quite often achieved by system integrators using software developer kits, this method of integration has to be coded, which takes time to complete, and may have to conform to development and testing schedules.”

WaveSTAR is intended to unlock the capability to accept alarm or message inputs from third-party equipment and, where necessary, it extracts the relevant data to enable the appropriate action or response to be determined. A wide range of data inputs are supported, including UDP messages, TCP messages (binary and textual lines), http messages and serial port data.

WaveSTAR can facilitate integration with a wide range of equipment and systems, including access control, intruder and perimeter detection, biometrics, licence plate recognition, facial recognition, people counting and video analytics.

Artemis-UK Solutions Ltd exhibited at the Transport Security Exhibition at Olympia this year, bringing covert surveillance gadgets and techniques, employed by anti-terror military and law enforcement agencies the world over, to the transport industry.

The British Transport Police estimates that cable and metal theft causes no end of delays, disruptions and safety issues, costing £16 million. CCTV seems to be the logical solution, but is it the best option?

“Overt CCTV can often deter thieves, but quite often they simply move on to a softer target,” explains covert surveillance specialist Dave Williams. “In these cases, it’s like closing the gate after the horse has bolted. The very determined will take the risk and cover their faces, knowing that any camera system is only as good as the sleepy observer working for a minimum wage.

“Thieves are less likely to cover their faces with covert video surveillance; integral movement

One product marketed by the company is the high-security WatchLock padlock, which integrates GPRS and SIM-based communications to provide real-time event and location information to a phone or computer.

Mul-T-Lock CLIQ is a high-security range of intelligent cylinders and padlocks. The retrofit solutions allow full audit trail capability from the lock or the key, making management of a mechanical system flexible and convenient.

Mul-T-Lock CLIQ Remote uses web-based software to allow transport companies and their contractors to have keys remotely authorised for use in operational areas.

The keys can be programmed to be functional at pre-determined times – such as loading and unloading, as required by the system managers.

At all other times, the key can be programmed to be inoperable.

The company’s other products include: SMARTair, a high-performance, wire-free, access control system, which upgrades existing door systems and handles to deliver access control capability and management locally; and Hasp Lock, which is designed to withstand extreme attack. Hasp Lock offers patented key security

Winter 2013 MSI winter 2013 book.indb 59

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and the flexibility to accommodate the most challenging applications.

According to Steve Ross, managing director of Mul-T-Lock UK: “In the increasingly hostile modern world, the need for intelligence within products is necessary to maintain traveller safety.”

MultiX, a company specialising in baggage and parcel inspection, has introduced the production version of its ME100 Multi-Energy X-ray detector. The ME100, applicable to existing and new, single to multi-views, linescan X-ray systems, is part of a new generation of high-performance X-ray spectrometric detectors, considerably improving the ability of X-ray scanners to identify materials in real time. Next-generation detectors will focus on coherent X-ray scatter for diffraction and computed tomography (CT) applications. All types of detection systems will therefore be able to benefit from this innovative sensing technology – from baggage inspection and other security applications to non-destructive testing for quality control in industry.

The ME100 comprises a series of detection modules, each 10cm long, designed to replace existing dual-energy sandwich detector modules in existing line-scan X-ray systems.

The innovative technology featured on the new detector is based on the combination of a semiconductor sensor operating at room temperature, high-speed front-end electronics capable of precisely measuring the energy of each incidental X-ray photon, dedicated realtime signal processing of the data stream and innovative algorithms and methods that provide the signatures of the material being inspected Based on this technology, scanning systems can now identify explosives and, in particular, improvised explosives both solid and liquid in real time, while significantly reducing the false alarm rate (FAR) by a factor of three or four (proven in laboratory tests) and increasing baggage inspection speed.

MultiX has so far sold ME100 systems to X-ray manufacturers in both the US and the EU and is expecting to develop further capability with the US Department of Homeland Security’s Science and Technology Directorate.

Smiths Detection has launched an advanced, dual-view X-ray inspection system, HI-SCAN 6040-2is, for automatic explosive detection at security checkpoints, where bags and personal belongings are screened.

With its compact footprint and weighing less than 850kg, the new high-throughput system can fit through doors of 900mm, allowing easy installation in areas where space is restricted.

The HI-SCAN 6040-2is is able to penetrate 35mm of steel, which, the company says, supports the user’s ability to identify illegal

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corporate viewpoint POLICY & FORUMS Strategically reducing marine travel costs

60

T

“Our team of consultants appreciate the demands and complexities of this time-critical industry and it is their focus that has enabled us to become a leader in maritime logistics”

he emergence of new security companies seemingly springing up every week has led to many organisations reviewing their overall expenditure and never before has ‘travel’ come under so much scrutiny. After salaries it is often the next single highest expense and, with increased competition in the maritime security industry, some companies are having to review their pricing structure and as a result are demanding more from their travel budgets.

Traditional travel agencies operating in the marine and offshore sectors have been forced to evolve and now find themselves assisting with anything from the movement of weapons to the management of airline rewards programmes on behalf of their clients.

At SAT Marine, our team of consultants appreciate the demands and complexities of this time-critical industry and it is their focus that has enabled us to become a leader in maritime logistics. We understand that your business is not simply a nine-to-five operation – and neither is ours. We provide 24-hour assistance, the major part of which is handled in-house by your own dedicated team.

SAT Marine’s sales director, Paul Sutton, explains: “The feedback we receive is that our clients prefer to deal with a small, UK-based team that they recognise and not be diverted to an overseas call centre. All our consultants are familiar with our clients and this helps to create reassurance during out of hours as they are booking travel for them on a daily basis.”

Incorporated in 1983 and recognised as a leading independent travel provider

sAt Marine tel: 01204 477466 e-mail: res@satmarine.co.uk Website: www.satmarine.co.uk

to the maritime industry, we are dedicated to ensuring an efficient and reliable crew change anywhere in the world – on time and on budget. Our customers enjoy unparalleled flexibility and speed of response from experienced marine travel specialists who, through our membership of SAMI, possess an in-depth knowledge of your business. We appreciate that a quick turnaround is essential as any delay could be detrimental to them securing future contracts.

Over the past few years, the movement of weapons, ammunition and opera-

“Customers enjoy unparalleled speed of response from experienced marine travel specialists”

tions kits has become a priority for many companies and has resulted in SAT Marine establishing a specialised team to assist with everything from the initial planning to the eventual transportation.

Ever-changing legislation and constantly revised airline policies require a dedicated team on hand in order to stay ahead of the game, especially in this highly-specialised area. Your team of experienced consultants will have at their disposal special rates for those working in the Oil

& Gas and Maritime industry. These fares offer substantial savings against normal tariffs, come with fewer restrictions and penalties and include the benefit of extra baggage allowance. There are some airlines that do not offer marine fares and, for these carriers, we have obtained our own specially-negotiated rates with the savings achieved being passed directly to our customers.

Our travel services include: • Air travel • Hotel reservations • UK and European rail • Worldwide travel alerts • Passport and visa assistance • Movement of weapons and armour • Worldwide car hire • Detailed management information SAT Marine’s account management team is committed to achieving the best results for your business and regular communication is key to our success. We strive to develop strong, productive and long-lasting partnerships with all our clients resulting in maximum efficiency and bottom-line savings for your company.

Our account management services include: • Regular client reviews with your own personal SAT Marine account manager • Service level agreements ensuring that our consultants bring best practice to the way you travel • Travel policy compliance and assistance with policy development • Data analysis including the identification of cost saving opportunities with suggested course of action in order to maximise savings • Management of your corporate frequent-flyer programmes, bringing company benefits every time your employees travel • CO2 tracking, allowing you to continually measure your carbon footprint • Corporate social responsibility For more information contact Paul Sutton on 01204 477440 or e-mail: paul.sutton@satmarine.co.uk

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deterrents objects and explosives. Available in standard and also high resolution, it can typically be deployed at airports, government buildings, hotels and other critical infrastructure applications.

Ian May, senior vice-president, global sales, at Smiths Detection, says: “The combination of a compact footprint and high-quality features such as excellent image quality and outstanding penetration offers an affordable and adaptable system ideal for the global markets.”

The HI-SCAN 6040-2is also offers different monitor options, which can be placed on top or on a wheeled stand to provide remote operation away from the X-ray machine.

Totalpost Services Plc has installed a dualview, X-ray security screening conveyor machine into a freight handler’s operation at Heathrow.

The freight forwarder is a specialist in the transportation of high-value goods.

Totalpost installed the Astrophysics XIS-6545 DV at the beginning of July 2013. This followed a tendering process by the company, which was looking to upgrade its security screening machinery to dual-view in line with upcoming Department for Transport (DfT) regulations.

The XIS-6545 DV security screener was especially suited to the situation as it offers the highest specification and latest technology within a compact frame. It includes the latest dual-view technology as well as a density alert system.

Totalpost carried out several site audits before the installation, discovering that the area in which to transport the machine within the building was small. However, good planning and the expertise to remove panels and generators meant that Totalpost was able to meet the customer’s needs.

The freight forwarder specialises in the secure transportation of extremely high-value freight, such as jewellery and watches. They ship worldwide, but particularly to the Middle East and US. The freight is passed through the X-ray once a day and then securely transported to Heathrow airport for shipping.

Talking about the contract and installation, a spokesperson at Heathrow said: “There is so much regulation regarding international goods transportation, it is extremely important to utilise machinery that is of the highest standard.

“The X-ray security screening device needed to be compact enough to fit into a small secure area and to have dual-view to comply with new regulation. Totalpost was able to supply us with a state-of-the-art system that fitted our criteria.”

Commenting further, he said: “The XIS-6545 DV is definitely saving us time. The operators really like the fact that it gives them the ability to move the object backwards and forwards remotely for a clearer view.”

David Hymers, managing director of Totalpost, says: “We have happily found a niche in this market through providing high-specification X-ray security screening machinery, coupled with a flexible and helpful service. We are continuing to grow the service as we expand into other markets.”

New DfT regulations are gradually coming into force and by December 2015 all cargo must be scanned from two angles to enable threats to be better detected. Therefore, many freighthandling companies are upgrading to dual-view screening technology.

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GM AFCON’s V-ALERT sensor system is a reliable perimeter intrusion detection system, providing pin-point alarm detection indications from each individual sensor.

The V-Alert Sensor is an electronic sensor with electronic components that detect movements or vibrations from attempts to cut or climb the fence or wall.

The major advantage over competing systems is the ability to adjust the sensitivity and the detection parameters of individual sensors, according to the type of fence, wall or barrier on which it is installed.

The result is a high-performance system in extreme environments, operating with a negligible false-alarm rate.

It is suitable for use in a wide range of applications in the transport security sector ports, airports, bonded warehouse protection, container and strategic asset protection against theft, railway warehousing and high-value equipment protection etc.

The recent announcement that the grounding of MV Danio on the Farne Islands off the Northumberland coast in March resulted from the ship’s bridge navigational watch alarm system (BNWAS) being switched off has been highlighted by marine safety manufacturer Martek as yet another example of the urgent need for password protection on BNWAS. Martek points out that the International Maritime Organization’s BNWAS performance standards, set out in MSC.128(75), state that “the means of selecting the operational mode and the duration of the dormant period should be security protected, so that access to these controls should be restricted to the master only”. Most manufacturers include a physical key to lock the system. Unfortunately, this does not address the need for the controls to be restricted to the master only, since any crew member is able to remove the key and take BNWAS out of operational mode.

Martek’s Navgard system addresses this serious security risk, using password protection to switch operational mode on and off, increasing security by giving the vessel’s master sole responsibility for the device’s operation. Adding further accountability, Navgard uses real-time data logging to record when the system is switched on and off, providing important evidence after an incident.

July 2014 sees the final stage of BNWAS regulations come into force, requiring installation of BNWAS on all existing cargo vessels over 150gt and under 500gt. Martek has compiled a BNWAS buyer’s guide with key questions and points for consideration.

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corporate viewpoint POLICY & FORUMS

Securing the sinews of globalisation

A

The red ensign of the British Merchant Navy sailing past the giant Chinese-built cranes at the new London Gateway port on the Thames, which opens this month and will make London a global container port. But securing the 90 per cent of the world’s goods that travel by sea is a massive and growing challenge

Greenwich Maritime Institute university of Greenwich 006 Queen Anne court Park row Greenwich london se10 9ls tel: 020 8331 7688 Website: www.gre.ac.uk/gmi

nyone in the maritime world should know that 90 per cent of everything reaches us by sea. Worldwide – if you take the volume of goods and the distance it travelled – that was 35,000 billion tonne-miles in 2010. According to Clarksons Integrated Shipping Services, that volume is increasing by 4 per cent per year. That means that in the next 12 years it will have increased by a further 50 per cent.

Shipping and maritime trade are driving globalisation. They are supplying and driving the growth of the burgeoning economic powers of India and China.

The Asia-Pacific rim will increasingly dominate the maritime world, bringing about a global strategic shift in emphasis, although the traditional maritime nations will still be big players.

And ships are getting bigger, making transport by sea incredibly cheap.

As Rose George has pointed out in her book Deep Sea and Foreign Going (Portobello), shipping is the most important, yet invisible, business on earth. While there is a massive increase in the volume of maritime trade transporting the sinews of globalisation and a decrease in the cost, the means of protecting that trade are diminishing.

The number of naval surface combatants is expected to decrease by 30 per cent over the next 20 years. We are therefore seeing a fundamental shift in the volume, nature and distribution of maritime trade and security.

It is not just about tankers and container ships either. The fastestgrowing sector of the global tourism industry is the cruise industry. New cruise ships, some of them, again, of unprecedented size, are being introduced every year. Although 71 per cent of UK holidaymakers have never been on a cruise holiday, and 32 per cent say they would not be interested, that is still a great many people who have taken a cruise or might do so.

Cruise ships are fast, with highfreeboard designs and excellent security measures on board, but protecting them is a major challenge for the industry.

It is against this background that the University of Greenwich’s Maritime Institute (GMI) has introduced its new Master of Science (MSc) degree in maritime security. The first cohort is registered and studying, and will

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complete the course in September 2014. The programme embraces traditional maritime defence and security – the world of naval and maritime air fleets and maritime strategy – and the challenges faced by the merchant shipping industry in coping with a demanding and potentially hostile, corrupt and criminal world.

As maritime trade increases by 50 per cent and naval vessels decrease in number by almost as much, something needs to fill the gap. This is where private maritime security companies (PMSCs) come in. The new degree was developed in concert with the Security Association for the Maritime Industry (SAMI).

One of the programme’s aims is to equip people to operate at senior management level in maritime security companies or, more widely, in shipping and offshore energy companies.

But that is not the only market.

The programme is also designed to facilitate high-level decision-making in maritime aspects of armed forces, police and government activities and in international bodies such as the International Maritime Organization.

The first cohort of students reflects that mix. Professor Chris Bellamy, director of the GMI and the programme leader, says “we used to ‘train’ for the expected. But we ‘educate’ for the unexpected. This programme provides a comprehensive grounding in all the key disciplines that maritime security professionals may need in a dynamic and rapidly changing world.”

The foundation courses (modules) cover research methods, the nature of global and maritime security, and maritime law and the law of the sea.

“The sea is the most regulated part of the planet under international law, apart from the air,” says Professor Bellamy. “Anyone working in the maritime world must understand how the law of the flag state, the port state and international law, including now the Maritime Labour Convention, interact to influence everything a ship and a ship operator do.”

The programme then moves to the globally important area of maritime energy and the maritime environment, and then into more specific areas.

There is marine insurance – critical to all aspects of maritime security, and maritime crime – not just piracy but smuggling, fraud and even maritime murders that would interest a pelagic Poirot. And there is a course on equipment, technology and hardware, covering aspects of ship design relating to safety and security.

The final parts of the programme are the most challenging and testing. There is a 20,000-word dissertation to write on any aspect of maritime security. But, before that, students find themselves as security director of a major maritime company. They are briefed on a security problem and told to develop a solution.

They then present their solution to the corporate board. “That’ll be a real test, but it’ll be fun,” says Professor Bellamy “Can you imagine when the CEO says: ‘I want to see if you’re the real deal’?”

London Gateway port

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smuggling

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taCklIng

fInanCIal

floWS

Cracking down on the uses pirates are making of ransom money is one area of concern at the moment, as is tackling the scourge of people trafficking

P

eople trafficking and cash smuggling are just two of the ways in which money derived from pirate ransoms is used, according to a recent report by the World Bank.

While there has been a decrease in successful pirate attacks owing to the presence of naval forces in the region and the use of armed guards and enhanced security procedures on ships, the aim of the report – Pirate Trails -has been to study the illicit flow of money resulting from the payment of ransoms.

The report was completed in conjunction with INTERPOL and the UN Office on Drugs and Crime.

While the report suggests that some of the proceeds from the payment of ransoms are used for building houses or investing in businesses, like the restaurant industry, money is also finding its way in the people trafficking and drug trade and the report specifically mentions investment in khat, a stimulant derived from a flowering plant native to the Horn of Africa and the Arabian Peninsular, which has been widely used as a recreational drug. The UK government is facing a court challenge over plans to classify khat as a class C drug next year.

The report suggests that handlers of ransom money are putting it into the khat trade, a cash business or into real estate, with pirate financiers also investing in people smuggling or building up militias on land.

The report outlines five recommendations to the international community when considering how to tackle the issue of stemming the tide of investment by pirates.

First among these is the need for countries in the region to work together to combat the illegal flow of money, some of which will be coming from piracy sources. This co-operation should include information sharing and setting up strategic plans to prevent illegal financial flows as well as empowering the relevant authorities to seize or free assets. Assistance from the international community to help with advice and training is also recommended.

Another recommendation contained in the report relates to cross-border cash smuggling, as a good deal of the proceeds of piracy crimes are moved in this way, by sea, air or overland.

Again, the emphasis is on improving countries’ capability to target, freeze or confiscate illegal cash. Improving communication between customs and border authorities, as well as investing in new technology, is also part of the recommendations.

Another is to “strengthen money or value transfer service (MVTS) providers against criminal abuses”, the report says. This would include developing an oversight framework of MVTS activities in Somalia, and liaising and sharing information with law enforcement agencies in countries where they operate to protect them from abuse.

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The report emphasises that the aim is for more transparency, but that any oversight framework should be “proportionate” to the situation in Somalia, as over-regulation would “hinder the critical role MVTS play in Somali society”.

This framework could be used as groundwork for future legislation on money laundering or combating terrorism financing. The aim is to provide MVTS with a more risk-based approach to the way they conduct their operations, the report suggests.

It also recommends increased monitoring of khat production in Kenya and beyond, as well as of developments in the real estate sector.

There have been a number of recent initiatives relating to combating human trafficking, not least as far as the role of the judiciary is concerned.

This was the topic of a recent seminar organised by Israel’s Agency for International Development Cooperation, in co-operation with the Organization for Security and Co-operation in Europe (OSCE), the United Nations Office on Drugs and Crime and the International Organization for Migration.

Keynote speaker Maria Grazia Giammarinaro, OSCE special representative and co-ordinator for combating trafficking in human beings, said the crime of human trafficking is rarely recognised and, when it is, this usually pertains only to situations in which extreme violence has been used.

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corporate viewpoint POLICY & FORUMS

In a safe pair of hands

S

Highly trained ex-marine corps guards and full compliance with international maritime regulations make your safe voyage our safe business

inoguards Marine Security Limited employs highly trained ex-marine corps to ensure security. Sinoguards not only assesses marine risks but also designs tailor-made schemes for ships to transit the high-risk piracy region of the Indian Ocean. It performs due-diligence operations to embark armed / unarmed security professionals on board ships that have been entrusted to its care while transiting risky waters.

Sinoguards’ operations are strictly in compliance with the International Maritime Organization’s International Ship and Port Facility Security (ISPS) Code and any subsequent amendments to the code.

Contractual performance will also be in line with international marine and/or shipping practices, guided by

English law. Your safe voyage is our safe business.

Sinoguards Marine Security Limited is a member of the Security

Sinoguards assesses marine risks and designs tailor-made schemes for ships to transit high-risk areas Association for the Maritime Industry (SAMI) and the founding member of the International Code of Conduct for Private Security Service

Provider’s Association (ICOCA).

The company uses the Guardcon standard contract for the employment of security guards on vessels and has $5 million of liability insurance and $250,000 of personal accident indemnity insurance.

Sinoguards can embark armed security at all Indian ocean ports as well as some west African ports and has established bases in several ports, such as Galle and Suez, to enable fast turnaround. Meanwhile, our team members are the only gunmen on board. They will give professional training and advice to the crew to help them comply with BMP4 guidelines and to improve their anti-piracy skills.

If your vessel will passing through high-risk areas, please contact us for more details of our services.

sinoguards Marine security limited shanghai office: room 231, building 5, Zhongtian Park, 787 Kangqiao road, Pudong, shanghai tel: +(0)86 21 51028510 tel: +(0)852 8197 7300 Fax: +(0)852 3015 6855 Website: www.sinoguards.com

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smuggling In the process, these migrants who enter Algeria illegally may fall prey to human trafficking rings, according to UNODC. “The vulnerability resulting from their irregular status in the country undermines their access to the existing mechanisms of protection and assistance provided for in the Algerian domestic law.”

The Algerian government has taken steps to strengthen the capacities of its magistrates with the technical assistance of UNODC. With the objective of supporting the Algerian government’s efforts to combat and better prosecute cases of trafficking in persons and smuggling of migrants, UNODC organised a four-day training workshop for magistrates in charge of these issues.

“ When an emerging

crime threatens the whole society, the jurisprudence should avoid a conservative approach

“

Very often, while victims are coerced by taking advantage of their personal vulnerability, including by threatening to report their immigration status, which would result in deportation, traffickers still go unpunished.

“When an emerging crime threatens the whole society, the jurisprudence should avoid a conservative approach,” Dr Giammarinaro said.

“It is time to be innovative in the interpretation of new legal provisions and apply severe penalties allowing confiscation of the proceeds of crime.”

Senior expert Advocate Rahel Gershuni illustrated pieces of evidence that were important in convictions along with evidential weaknesses that did not necessarily produce exonerations.

She stressed that “despite law enforcement’s best efforts, in many cases, the central piece of evidence is the victim’s testimony”. She added that: “This presents special challenges in view of typical behaviour of victims, which, on the face of it, may not seem credible, and which may include delayed complaints, returning to an abusive employer, not fleeing when this is possible and telling their stories bit by bit, like the peeling of an onion”.

In view of its geographical location overlooking the Mediterranean Sea and the southern part of Europe, Algeria is a transit and destination country for thousands of men, women and children originating from sub-Saharan African countries and wishing to reach Europe or the Middle East.

Participants in the workshop were provided with the opportunity to address in depth the challenges throughout the different phases of the criminal justice response. Key areas of focus included: the identification of trafficking victims and smuggled migrants, technical and investigative procedures, prosecutions of trafficking and smuggling cases as well as aspects of international co-operation, and the protection/assistance of trafficking victims and smuggled migrants. The workshop also focused on the analysis of national legislation as well reviewing practices and legal frameworks of neighbouring countries.

Initiatives have also been taking place to build national capacities to combat human trafficking in Arab countries.

The University of Queensland has launched its new Migrant Smuggling Case Database, containing details of more than 100 documented cases of migrant smuggling prosecuted in five countries.

The database aims to boost global efforts against migrant smuggling. It will help law enforcers, policymakers and researchers understand how migrant smuggling occurs and how national laws can combat this crime effectively.

Professor Andreas Schloenhardt from the TC Beirne School of Law, co-ordinator of the University of Queensland’s migrant smuggling

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working group, explained that: “The purpose of the Migrant Smuggling Case Database is to strengthen the criminal justice response to migrant smuggling by providing up-to-date public access to officially documented instances of migrant smuggling and by creating a platform for further research into the characteristics, investigation and prosecution of this crime and the protection of the rights of smuggled migrants.

“Despite the frequent (and often hasty) media, political and legislative attention that migrant smuggling continues to receive worldwide, the topic remains an under researched and poorly understood phenomenon,” Professor Schloenhardt said.

“The database will be a platform for further research into the international and national frameworks that are set up to criminalise migrant smugglers. This is important for protecting the rights of smuggled migrants while best-practice models for responding to the problem are developed,” he said.

The University of Queensland is a contributor to UNODC’s Human Trafficking Case Law Database, launched in October 2011. The public online database provides details of more than 850 human trafficking cases from 74 jurisdictions across the globe.

In addition, UNODC is currently developing SHERLOC (Sharing Electronic Resources and Laws on Organized Crime), an online portal to facilitate the dissemination of information on organized crime.

SHERLOC will not only incorporate the existing human trafficking case law database but will also offer a comprehensive database of other organised crime cases, including migrant smuggling cases.

UNODC has also been developing its programme in South-East Asia. “UNODC’s South-East Asia Regional Programme is important because of the interconnected nature of drugs and transnational crime in this region,” noted executive director Yuri Fedotov at the launch of the programme. “The new regional programme will provide targeted, integrated assistance to member states in areas where needs are greatest.”

Based on UNODC’s most recent assessment, proceeds from crime are estimated conservatively at $90 billion annually in East Asia and the Pacific. In 2011, UNODC estimated that the global cost of crime amounted to total proceeds of $2.1 trillion dollars, or 3.6 per cent of global GDP. The regional programme for South-East Asia focuses on five key issues: transnational organised crime and illicit trafficking; anticorruption; terrorism prevention; criminal justice; and drugs, health and alternative development.

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offshore

offShorE

EqUatIon Do the demands of security add up?

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does not preclude the tribunal from prescribing provisional measures, provided that the parties have been given the opportunity of presenting their observations on the subject.

“ There is significant

overcapacity for all but a few risks, which is creating pressure in the market

“

O

ffshore security means different things to different people. Some equate it with ensuring supplies of energy going forward, while others look more at the safety of oil installations or development, which may be the target of attention from a number of sources.

Recent examples of offshore activity include that of the Arctic Sunrise, where Greenpeace demonstrators against Russia’s offshore programme saw 30 people arrested on piracy charges. These demonstrate the sensitivities surrounding security of offshore and onshore platforms and the costs involved.

Clearly, however, protest or action against offshore installations is not just a question of environmental concerns.

The International Tribunal for the Law of the Sea last month ordered the Russian Federation in a binding ruling to release the Greenpeace ship Arctic Sunrise and the 28 activists and two freelance journalists on board upon payment of a EUR3.6 million bond.

The Russian Federation did not appear in the case brought by the Netherlands in order to release the Arctic Sunrise protesters. In a statement, the tribunal said that “Concerning the non-appearance of the Russian Federation, the Tribunal considers that the absence of a party or failure of a party to defend its case does not constitute a bar to the proceedings and

“The tribunal notes that the Russian Federation was given ample opportunity to present its observations but declined to do so. The tribunal considers that the Netherlands should not be put at a disadvantage because of the nonappearance of the Russian Federation in the proceedings and that the tribunal must therefore identify and assess the respective rights of the parties involved on the best available evidence.”

While the Greenpeace protesters are now being bailed, and the piracy charges have been dropped in favour of hooliganism ones following international protests, the sensitivities in environmental cases remain.

The costs of maintaining security on offshore installations are a major consideration. Security costs relating to the Prirazlomnaya platform, for example, are likely to be substantial. According to energy business advisers Douglas-Westwood, “neither Gazprom nor the Russian authorities have divulged specifics on the cost of the security operations at the Prirazlomnaya platform or indeed any impact on the timing of the alreadydelayed development in the Pechora Sea. “In the UK, it has been reported that the cost of policing the protests at Cuadrilla’s drilling site at Balcombe are £4 million, about $6 million dollars. To put this in perspective, Douglas-Westwood has worked extensively with land-drilling and oilfield service companies in Iraq over the past five years and analysis of well costs indicates that the security (for the rig site and camp) averages $300,000 per well – ie one twentieth of the Balcombe operation!

“With the current focus on shale gas extraction and emerging offshore hydrocarbon provinces (eg East Africa) it seems that onshore ‘NIMBYism’ and offshore marine security will continue to be an expensive headache for the energy business. But how many expensive headaches can the energy business afford?”

According to a paper published in the Journal of Energy Security by Mikhail Kashubsky, senior lecturer at the Centre for Customs and Excise

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Offshore Studies at the University of Canberra, the need to improve security for offshore oil and gas installations changed with the 9/11 attacks of 2001, after which the need to safeguard such installations became a priority, not least because of their importance in economic terms.

“The media and some writers tend to generalise threats, often giving them a ‘label of terrorism’ that is misleading and obscures the nature of different types of threats faced by offshore oil and gas installations. This also creates a perception that terrorism is the most significant threat to offshore oil and gas installations, which is not necessarily the case,” Kashubsky said in his paper, ‘Protecting Offshore Oil and Gas Installations: Security Threats and Countervailing Measures’. The author estimated that there had been about 50 attacks on offshore installations in the past 25 years, involving a range of different perpetrators, including terrorist organisations, pirates, environmental protesters, criminal syndicates and other protesters.

The article divides threats faced by offshore oil and gas installations into eight categories, including piracy, terrorism, insurgency, organised crime, civil protest, inter-state hostilities, vandalism, and internal sabotage.

He says that “one of the difficulties in assessing offshore security threats is that there are overlaps and relationships between different categories of offshore security threats. Violent non-state actors are motivated by a range of objectives, and the distinction between political and criminal motivations is becoming increasingly blurred”.

Both motivation and tactics for actions against offshore oil and gas interests will vary with motivation, encompassing politics, religion, finance and ideological reasons to name but a few. In the same way, those involved in action against offshore installations will have varying capabilities in terms of their approach to the attack, the kind of weapons or technology they have available and the amount of planning that has been involved beforehand. Motivation could vary from making an environmental protest through to disruption of oil supplies for political reasons or merely for financial gain.

Insurance presents its own headaches. Despite one of their most profitable results in years, offshore energy underwriters cannot afford to be complacent, delegates at the International Union of Marine Insurance (IUMI) conference were warned in September.

Reviewing market conditions, Frank Costa, chairman of IUMI’s Offshore Energy Committee, sounded a note of caution. “2012 was one of the most profitable underwriting years in a decade,” he declared. “But does one year make a result?

We will have to see.”

As with other industry sectors, the energy market has recently witnessed significant increases in capacity, both for direct business and reinsurance.

“There is significant overcapacity for all but a few risks, which is creating pressure in the market,” commented Costa. “We are seeing rates going in a different direction to capacity. For the first time since the mid-1990s, we are seeing a downturn in rates and the opposite effect on capacity.

Could this be the beginning of a soft market? It is something we need to pay close attention to.”

In the Gulf of Mexico, the offshore energy market has seen a fall in demand for wind cover, possibly due to an absence of severe hurricane activity in recent years. Despite the absence of any major, headline-grabbing incidents, the industry has still witnessed several significant losses of around $500 milllion in 2013.

“Underwriters must not be complacent. We are not out of the woods,” warned Costa.

An International Transport Workers’ Federation-affiliated trade unions meeting in Mombasa, Kenya, has launched a new taskforce dedicated to protecting the rights of African workers in the offshore sector – and to fighting for more jobs for African nationals in the indigenous hydrocarbon industry.

As part of its aims, the new ITF African Regional Offshore Oil and Gas Task Force Group (AROTFG) will campaign to secure national cabotage and continental shelf jurisdiction in the offshore oil and gas sector. It will also be checking for any abuses by companies of African workers’ rights,

particularly where they contravene the Maritime Labour Convention (MLC) 2006, the seafarers’ bill of rights.

The MLC came into force on 20 August and is the ‘fourth pillar’ of global maritime regulation, alongside existing international conventions on safety at sea, marine pollution, and seafarer training and certification. It aims to promote decent living and working conditions in the shipping industry, and to prevent exploitation and unfair competition. It also upholds the principles of freedom of association and the rights to fair terms of employment.

Speaking from the meeting, Joe Katende, ITF Africa regional secretary, said: “This is a historic event. The AROTFG, backed by the ITF and its global Offshore Task Force Group, will send a signal to governments and the hydrocarbon industry that African workers are sick and tired of hearing excuses from the industry. It is time the industry backed African workers in developing their skills and finding job opportunities on their own continental shelf.”

ITF Offshore Task Force Group chair Norrie McVicar applauded the developments in Africa and called upon the Nigerian government to show leadership in the region by being the first to review its cabotage regulations, particularly where it is known there is a clear abuse of the ‘waivers system’ that is undermining job and training opportunities for Nigerian seafarers. He also thanked the Kenya Maritime Authority in Mombasa for its support for the meeting and its involvement in the opening ceremony.

There has been an absence of severe hurricane activity in recent years

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events POLICY & FORUMS 27-30 january 2014 2nd annual West african energy Infrastructure Security – accra, Ghana The 2nd Annual West African Energy Infrastructure Security meeting provides hard, soft and smart solutions that you can apply to your current operations to immediately increase the security of your assets. www.eis-westafrica.com

26-27 february 2014 SMM Istanbul – Istanbul, turkey The new focus of the 3rd SMM Istanbul – as an international conference and exhibition – offers the ideal platform for exchanging knowledge and ideas, for presenting products and doing business. www.smm-istanbul.com

19-21 March 2014 asia Pacific Maritime 2014 Asia Pacific Maritime (APM) is the region’s leading maritime event that offers a holistic business experience by combining a comprehensive exhibition, high-powered conferences and seminars, and a host of networking sessions that connect quality Asian buyers to international maritime suppliers.

Strongly supported by the international maritime community, connect and gain business opportunities at the 13th edition of APM, a proven platform where more than 1,300 leading international maritime exhibitors across 53 countries converge with over 13,000 visitors for the latest in shipbuilding & marine, workboat and offshore.

Asia Pacific Maritime 2014 www.apmaritime.com

26-27 March 2014 9th Maritime Communications & technologies Summit – london, uK ACI’s 9th Maritime Communications & Technologies Summit taking place on the 26th & 27th March 2014 in London will focus on crew development and explore how they are adapting to new technologies.

We will also investigate the changing needs of crew in their life on-board ship, including their access to internet and other communications systems. This summit will help prepare a shipping company to increase operational efficiency by implementing the appropriate technologies around the vessel.

Early confirmed speakers from: University Of Bundeswehr Munich, Centre For Factories of The Future, Stark Moore Macmillan, InterManager & Bernard Schulte Shipmanagement. www.wplgroup.com/aci/conferences/eu-mct9.asp

9-14 april 2014 Sea Japan – tokyo, Japan Over the past several years Japanese ship owners, ship builders and marine equipment manufacturers have ridden out a ‘perfect storm’ caused by a fiercely strong yen, intense international competition and unfavorable economic conditions. The result is that they are now This publication is printed on PEFC certified paper.

PEFC Council is an independent, non-profit, non-governmental organisation which promotes sustainable forest management through independent third party forest certification.

leaner, fitter and stronger than ever before.

They are well placed to take advantage of the improving economy and a weaker yen, the emergence of new cargos & trades, and heightened technological and environmental requirements. The Japanese maritime market is mature, established and reliable. If you have outstanding products and services to offer you will find highquality buyers in Japan. Meet them at SEA JAPAN 2014. www.seajapan.ne.jp

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Maritime Security 210x297

30-10-13 18:25

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Posidonia 2-6 June 2014

Metropolitan Expo, Athens Greece

it's a great deal The International Shipping Exhibition

Organisers: Posidonia Exhibitions SA, e-mail: posidonia@posidonia-events.com

www.posidonia-events.com

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